City of Fresno

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AIR QUALITY UPDATE OF THE 2025 FRESNO GENERAL PLAN RESOURCE CONSERVATION ELEMENT PLAN AMENDMENT APPLICATION No. A-09-02 2025 FRESNO GENERAL PLAN OBJECTIVES, POLICIES, AND IMPLEMENTATION MEASURES RELATING TO AIR QUALITY (PURSUANT TO ASSEMBLY BILL 170)

CITY OF FRESNO PLANNING AND DEVELOPMENT DEPARTMENT

Revised May 7, 2009

DRAFT

AIR QUALITY ELEMENT UPDATE PLAN AMENDMENT APPLICATION No. A-09-02 2025 FRESNO GENERAL PLAN OBJECTIVES, POLICIES, AND IMPLEMENTATION MEASURES RELATING TO AIR QUALITY (PURSUANT TO ASSEMBLY BILL 170)

CITY OF FRESNO PLANNING AND DEVELOPMENT DEPARTMENT Revised May 7, 2009

2025 Fresno General Plan Objectives, Policies, and Implementation Measures Relating to Air Quality The following background information, goals, and policies supplement the text of 2025 Fresno General Plan as adopted in November of 2002. The San Joaquin Valley Air Pollution Control District (hereinafter referred to as “SJVAPCD” or “District”) has supplied most of the information incorporated into the following background discussion to aid in amending and augmenting general plans to improve Valley air quality and to comply with specific requirements of California Assembly Bill 170 (AB 170). The background section now covers specific technical information on air quality, the regulatory and policy context for planning strategies to address air quality improvement, and suggested measures to be included in general plans. It also provides links to websites that provide additional information and current status of air quality attainment, pollutant emission inventories, and air quality regulations. These air quality amendments also provide necessary and interrelated policies and measures that strive to address global climate change trends through the reduced production of greenhouse gases as directed by Assembly Bill 32, related Executive Orders from the Governor’s Office and Senate Bill 375. These measures will inform and direct other transportation and land use planning efforts of the city at the metropolitan, community and neighborhood specific plan levels in order to pursue a comprehensive, interdependent, integrated and persistent approach to addressing this critical issue. The severity of the potential consequences of climate change trends and the imperative need to respond immediately has been recently demonstrated by the United States Environmental Protection Agency’s “Proposed Endangerment and Cause or Contribute Findings for Greenhouse Gases” signed April 17, 2009.

Applicable 2025 Fresno General Plan Goals: 2.

Pursue coordinated regional planning with Fresno and Madera Counties and the City of Clovis.

3.

Preserve and revitalize neighborhoods, the downtown, and historical resources.

5.

Support the Growth Alternatives Alliance “Landscape of Choice—Principles and Strategies” as based upon the Ahwahnee Group Principles, both of which are included in the [2025 Fresno General Plan] Appendix.

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Coordinate land uses and circulation systems to promote a viable and integrated multi-modal transportation network.

7.

Manage growth to balance Fresno’s urban form while providing an adequate public service delivery system which is fairly and equitably financed.

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Provide activity centers and intensity corridors within plan areas to create a mix of land uses and amenities to foster community identity and reduce travel.

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Protect, preserve, and enhance significant biological, archaeological, and paleontological resources and critical natural resources, including, but not limited to, air, water, agricultural soils, minerals, plants, and wildlife resources.

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Protect and improve public health and safety.

Background: TOPOGRAPHY AND CLIMATE Regional factors affect the accumulation and dispersion of air pollutants within the San Joaquin Valley Air Basin (SJVAB). Air pollutant emissions overall are fairly constant throughout the year, yet the concentrations of pollutants in the air vary from day to day and even hour to hour. This variability is due to complex interactions of weather, climate, and topography. These factors affect the ability of the atmosphere to disperse pollutants. Conditions that move and mix the atmosphere help disperse pollutants, while conditions that cause the atmosphere to stagnate allow pollutants to concentrate. Local climatological effects, including topography, wind speed and direction, temperature, inversion layers, precipitation, and fog can exacerbate the air quality problem in the SJVAB. The SJVAB is approximately 250 miles long and averages 35 miles wide, and is the second largest air basin in the state. The SJVAB is defined by the Sierra Nevada in the east (8,000 to 14,000 feet in elevation), the Coast Ranges in the west (averaging 3,000 feet in elevation), and the Tehachapi mountains in the south (6,000 to 8,000 feet in elevation). The valley is basically flat with a slight downward gradient to the northwest. The valley opens to the sea at the Carquinez Straits where the San JoaquinSacramento Delta empties into San Francisco Bay. The San Joaquin Valley (Valley), thus, could be considered a “bowl” open only to the north. During the summer, wind speed and direction data indicate that summer wind usually originates at the north end of the Valley and flows in a south-southeasterly direction through the Valley, through Tehachapi pass, into the Southeast Desert Air Basin. In addition, the Altamont Pass also serves as a funnel for pollutant transport from the San Francisco Bay Area Air Basin into the region. During the winter, wind speed and direction data indicate that wind occasionally originates from the south end of the Valley and flows in a north-northwesterly direction. Also during the winter months, the Valley generally experiences light, variable winds (less than 10 mph). Low wind speeds, combined with low inversion layers in the winter, create a climate conducive to high carbon monoxide (CO) and particulate matter (PM10 and PM2.5) concentrations.

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The SJVAB has an “Inland Mediterranean” climate averaging over 260 sunny days per year. The valley floor is characterized by warm, dry summers and cooler winters. For the entire Valley, high daily temperature readings in summer average 95ºF. Temperatures below freezing are unusual. Average high temperatures in the winter are in the 50s, but highs in the 30s and 40s can occur on days with persistent fog and low cloudiness. The average daily low temperature is 45ºF. The vertical dispersion of air pollutants in the Valley is limited by the presence of persistent temperature inversions. Solar energy heats up the Earth’s surface, which in turn radiates heat and warms the lower atmosphere. Therefore, as altitude increases, the air temperature usually decreases due to increasing distance from the source of heat. A reversal of this atmospheric state, where the air temperature increases with height, is termed an inversion. Inversions can exist at the surface or at any height above the ground, and tend to act as a lid on the Valley, holding in the pollutants that are generated here. A more detailed discussion of climatology and air quality can be found in the San Joaquin Valley Air Pollution Control District’s Guide for Assessing and Mitigating Air Quality Impacts: Technical Document, available on the District’s website: http://www.valleyair.org/transportation/CEQA%20Rules/GAMAQI%20Tech%20Doc%20 Jan%202002%20Rev.pdf. CRITERIA POLLUTANTS The California Air Resources Board (ARB) and the federal Environmental Protection Agency (EPA) have established criteria air pollution standards in an effort to protect human health and welfare. Geographic areas are deemed "attainment" if these standards are met or nonattainment if they are not met. Nonattainment status is classified by the severity of the nonattainment problem, with marginal, moderate, serious, severe, and extreme nonattainment classifications for ozone. Nonattainment classifications for PM range from marginal to serious. Current federal and state standards can be found online on the ARB website at: http://www.arb.ca.gov/research/aaqs/aaqs2.pdf At the federal level the District is currently designated as serious nonattainment for the 8-hour ozone standard, attainment for PM10 and CO, and nonattainment for PM2.5. A new finding of “extreme” nonattainment with the 8-hour ozone standard is currently pending, and is expected to be approved by the federal EPA in 2009. At the state level the District is designated as nonattainment for the 8-hour ozone, PM10, and PM2.5 standards. The District’s current attainment status for criteria pollutants under federal and state clean air acts can be found on the District’s website at: http://www.valleyair.org/aqinfo/attainment.htm

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The following section summarizes the pollutants of greatest importance in the San Joaquin Valley. It provides a description of the pollutants’ physical properties, health and other effects, sources, and the extent of the problems. In general, primary pollutants are directly emitted into the atmosphere, and secondary pollutants are formed by chemical reactions in the atmosphere. Air pollution in the Valley results from emissions generated in the Valley as well as from emissions and secondary pollutants transported into the Valley. It is thought that the bulk of the Valley’s summer and winter air pollution is caused by locally generated emissions. Due to the Valley’s meteorology, topography, and the chemical composition of the air pollutants, NOx is the primary culprit in the formation of both ozone and PM2.5. Ozone – Ozone (O3) and particulate matter are the two pollutants that are responsible for the bulk of the Valley’s air quality problems. Ozone is the major component of the Valley’s summertime “smog,” and it affects human health and vegetation. Ozone is not emitted directly into the air, but is created by a series of chemical reactions between reactive organic gases (ROG) and oxides of nitrogen (NOx) that take place in the presence of sunlight. ROG and NOx are emitted from fuel combustion, agricultural processes, and industrial processes that are widespread throughout the Valley as well as from natural sources. Studies have also linked urban areas with both higher regional temperatures and higher ozone levels (a phenomenon known as the “urban heat island effect”). High concentrations of ground level ozone can adversely affect the human respiratory system and aggravate cardiovascular disease and many respiratory ailments. Ozone also damages natural ecosystems such as forests and foothill communities, agricultural crops, and some man-made materials, such as rubber, paint, and plastics. Reactive Organic Gases – Reactive organic gases (ROG), also known as volatile organic compounds (VOC), are photochemically reactive hydrocarbons that are important for ozone formation. The primary sources of ROG are petroleum transfer and storage, oil and gas production, mobile sources, organic solvent use, farming operations, and miscellaneous processes. No separate health standards exist for ROG as a group. Because some compounds that make up ROG are also toxic, like the carcinogen benzene, they are often evaluated as part of a toxic risk assessment. Oxides of Nitrogen – Oxides of Nitrogen (NOx) are a family of gaseous nitrogen compounds and are precursors to the formation of ozone and particulate matter. The major component of NOx, nitrogen dioxide (NO2), is a reddish-brown gas that is toxic at high concentrations. NOx results primarily from the combustion of fossil fuels under high temperature and pressure. On-

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road and off-road motor vehicles and fuel combustion are the major sources of this air pollutant. Particulate Matter – Particulate matter (PM) is any material except pure water that exists in the solid or liquid state in the atmosphere. Suspended particulate matter (airborne dust) consists of particles small enough to remain suspended in the air for long periods. Respirable particulate matter consists of particles small enough to be inhaled, pass through the respiratory system, and lodge in the lungs with resultant health effects. Respirable particulate matter includes “inhalable coarse particles,” with diameters larger than 2.5 micrometers and smaller than 10 micrometers (PM10), and “fine particles,” with diameters that are 2.5 micrometers and smaller (PM2.5). PM10 and PM2.5 are primary pollutants (emitted directly to the atmosphere) and secondary pollutants (formed in the atmosphere by chemical reactions among precursors. Generally speaking, PM2.5 sources tend to be combustion sources like vehicles, power generation, industrial processes, and wood burning, while PM10 sources include these same sources plus roads and farming activities. Fugitive windblown dust and other area sources also represent a source of airborne dust in the Valley. Acute and chronic health effects associated with high particulate levels include the aggravation of chronic respiratory diseases, heart and lung disease, and coughing, bronchitis, and respiratory illnesses in children. Carbon Monoxide – Carbon monoxide (CO) is an odorless, colorless gas that is highly toxic. It is formed by the incomplete combustion of fuels and is emitted directly into the air (unlike ozone). The main source of CO in the San Joaquin Valley is on-road motor vehicles. Other CO sources in the Valley include other mobile sources, miscellaneous processes, and fuel combustion from stationary sources. Because of the local nature of CO problems, the ARB and EPA designate urban areas as CO nonattainment areas instead of the entire basin as with ozone and PM10. Motor vehicles are by far the largest source of CO emissions. Emissions from motor vehicles have been declining since 1985, despite increases in vehicle miles traveled (VMT), with the introduction of new automotive emission controls and fleet turnover. Sulfur Dioxide – Sulfur Dioxide (SO2) is a colorless, irritating gas with a "rotten egg" smell formed primarily by the combustion of sulfur-containing fossil fuels. The SJVAB is in attainment of both the federal and California standards. However, like airborne NOx, suspended SOx particles contribute to the poor visibility that sometimes occurs in the Valley. These SOx particles are also a component of PM10. The prevalence of low-sulfur fuel use in Valley has minimized problems from this pollutant.

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Lead – Lead (Pb) is a metal that is a natural constituent of air, water, and the biosphere. Lead is neither created nor destroyed in the environment, so it essentially persists forever. The health effects of lead poisoning include loss of appetite, weakness, apathy, and miscarriage; it can also cause lesions of the neuromuscular system, circulatory system, brain, and gastrointestinal tract. Gasoline-powered automobile engines were a major source of airborne lead through the use of leaded fuels. The use of leaded fuel has been mostly phased out, with the result that ambient concentrations of Pb have dropped dramatically. Lead concentrations were last systematically measured in the SJVAB in 1989, when the average concentrations were approximately five percent of the state lead standard. Though monitoring was discontinued in 1990, lead levels are probably well below applicable standards, and the SJVAB is designated in attainment for lead. A detailed discussion of selected criteria air pollutants can be found in the District’s Guide for Assessing and Mitigating Air Quality Impacts: Technical Document, available on the District’s website at: www.valleyair.org/transportation/ceqa_guidance_ documents.htm AIR QUALITY MONITORING DATA The District, the ARB, the U.S. National Park Service, and the Santa Rosa Rancheria in Lemoore operate an extensive air monitoring network to measure progress toward attainment of the NAAQS. Air quality monitoring networks are designed to monitor areas with: high population densities, areas with high pollutant concentrations, areas impacted by major pollutant sources, and areas representative of background concentrations. Some monitors are operated specifically for use in determining attainment status, while others are operated for other purposes, such as for generating daily air quality forecasts. In total, the District utilizes ozone and PM data from over 60 monitors operated at 29 sites in the Valley. All monitors must comply with the pollutant standard for the San Joaquin Valley to be considered as attainment for that standard. More information and a map of air quality monitors within the SJVAB can be found on the ARB website at: http://www.arb.ca.gov/qaweb/basinselect.php?b_airs_code=09 LOCAL, DISTRICT, STATE, AND FEDERAL POLICIES, PROGRAMS AND REGULATIONS All levels of government have some responsibility for protecting air quality. This section outlines the responsibilities of federal, state, regional, and local government agencies in air quality matters and explains how they interact.

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FEDERAL At the federal level, the EPA has been charged with implementing national air quality programs. The EPA' s air quality mandates are drawn primarily from the federal Clean Air Act (CAA). The federal CAA was first signed into law in 1963. Congress substantially amended the federal CAA in 1970, 1977, and 1990. The EPA deals with global, international, national, and interstate air pollution issues. Their primary role at the state level is one of oversight of state air quality programs. The EPA sets federal standards for vehicle and stationary sources and provides research and guidance in air pollution programs. The federal CAA required the EPA to set National Ambient Air Quality Standards (NAAQS) for several problem air pollutants on the basis of human health and welfare criteria. Two types of NAAQS have been established: primary standards, which protect public health, and secondary standards, which protect public welfare (e.g., crops, forests, materials, visibility, etc.). Primary NAAQS have been established for the following criteria air pollutants: • • • • • • •

Carbon monoxide (CO) Ozone (O3) Respirable particulate matter (PM10) Fine particulate matter (PM2.5) Nitrogen dioxide (NO2) Sulfur dioxide (SO2) Lead (Pb)

All of the above, except CO, also have some form of secondary standard. The primary NAAQS standards are intended to protect, within an adequate margin of safety, those persons most susceptible to respiratory distress, such as people suffering from asthma or other illness, the elderly, very young children, or others engaged in strenuous work or exercise. The EPA designates areas with air quality not meeting federal standards as “nonattainment.” The federal CAA further classifies nonattainment areas based on the severity of the nonattainment problem, with marginal, moderate, serious, severe, and extreme nonattainment classifications for ozone. Nonattainment classifications for PM range from marginal to serious. The federal CAA requires areas with air quality violating the NAAQS to prepare an air quality control plan referred to as the State Implementation Plan (SIP). The SIP contains the strategies and control measures that states such as California will use to attain the NAAQS. The federal CAA amendments of 1990 require states containing areas that violate the NAAQS to revise their SIP to incorporate additional control

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measures to reduce air pollution. The SIP is a living document that is periodically modified to reflect the latest emissions inventories, planning documents, rules, and regulations of Air Basins as reported by the agencies with jurisdiction over them. The EPA reviews SIPs to determine if they conform to the mandates of the federal CAA amendments and will achieve air quality goals when implemented. If the EPA determines a SIP to be inadequate, it may prepare a Federal Implementation Plan (FIP) for the nonattainment area and impose additional control measures. In addition to setting health-based standards for air pollutants, the EPA also oversees state and local actions to improve air quality. The following list provides a brief explanation of important regulations set forth by EPA: Federal Clean Air Act (CAA) •

Requires air quality plans to include measures necessary to achieve NAAQS.

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Requires all plans, programs, and projects that require federal approval, including transportation plans, to conform to air quality plans.

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Requires sanctions if all feasible measures are not expeditiously adopted.

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The full text of the CAA can be found on the EPA website at http://www.epa.gov/ air/caa/

Intermodal Surface Transportation Efficiency Act (ISTEA) •

Requires transportation projects to not impact the ability to attain air quality standards.

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Requires demonstration of expeditious implementation of Transportation Control Measures (TCMs).

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More information on ISTEA can be found on the Department of Transportation website at: http://www.dot.gov/ost/govtaffairs/istea/

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The text of the ISTEA can be found on the National Park Service website at: http://www.nps.gov/history/history/online_books/fhpl/istea.pdf

Federal Transportation Funding Reauthorization •

Provides funding for transportation projects that enhance air quality (e.g. Congestion Mitigation Air Quality (CMAQ), Transportation Enhancement, and Bicycle and Pedestrian Funding).

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Provides funding source for expeditious implementation of TCMs included in air quality plans.

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Information on the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) can be found on the National Highway Traffic Safety Administration website at: http://www.fhwa.dot.gov/safetealu/factsheets/transenh.htm

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STATE States are required to develop and implement air pollution control plans designed to achieve and maintain the NAAQS established by the EPA. States may also establish their own standards, provided the state standards are at least as stringent as the NAAQS. California has established California Ambient Air Quality Standards (CAAQS) pursuant to Health and Safety Code Section 39606(b) and its predecessor statutes. The California Legislature established the ARB in 1967. The ARB is the agency responsible for coordination and oversight of state and local air pollution control programs in California and for implementing the California Clean Air Act (CCAA) of 1988. The CCAA provides a planning framework for attainment of the CAAQS for ozone, CO, SO2, and NO2. The CCAA classifies ozone nonattainment areas as moderate, serious, severe, and extreme based on severity of violation of state ambient air quality standards. For each class, the CCAA specifies air quality management strategies that must be adopted. For all nonattainment categories, attainment plans are required to demonstrate a five-percent-per-year reduction in nonattainment air pollutants or their precursors, averaged every consecutive three-year period, unless an approved alternative measure of progress is developed. Air districts responsible for air basins with air quality that is in violation of CAAQS for ozone, CO, SO2, and NO2 are required to prepare an air quality attainment plan (AQAP) that lays out a program to attain the CCAA mandates. Other ARB duties include monitoring air quality in conjunction with air monitoring networks maintained by air pollution control districts (APCDs) and air quality management districts (AQMDs), establishing CAAQS (which are more stringent than the NAAQS in many cases), setting emissions standards for new motor vehicles, and reviewing district input for the SIP required by the federal CAA amendments. The SIP consists of the emissions standards for vehicular sources set by the ARB as well as attainment plans adopted by the APCD or AQMD and approved by the ARB. The State of California, through the ARB and Bureau of Automotive Repair, develops programs to reduce pollution from vehicles and consumer products. The following list provides a brief explanation of important regulations set forth by the State of California: California Clean Air Act (CCAA) •

Requires all feasible control measures, including transportation control measures, to reduce emissions.

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Provides for indirect source programs in attainment plans.

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Contains targets for emission reductions, vehicle miles traveled, and average vehicle ridership.

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More information on CAAQS can be found on the ARB website at: http://www. arb.ca.gov/research/aaqs/caaqs/caaqs.htm

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SB (Senate Bill) 709: •

Adds Chapter 5.7 to Part 3 of Division 26 of the Health and Safety Code, giving the District more responsibility in terms of permitting, fee implementation, and agricultural assistance, but also gives the District the authority to require the use of best available control technology for existing sources, promote cleaner-burning alternative fuels, and encourage and facilitate ridesharing.

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Adds Section 9250.16 to the Vehicle Code to allow the District to adopt a surcharge on motor vehicle registration fees in counties within the District.

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The California Health and Safety Code can be found on the Official California Legislative Information website at: http://www.leginfo.ca.gov/cgi-bin/ calawquery?codesection=hsc&code body=&hits=20

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The California Vehicle Code can be found on the Official California Legislative Information website at: http://www.leginfo.ca.gov/cgi-bin/calawquery?codesection =veh&codebody=&hits =20

California Government Code Section 65089: •

Requires trip reduction and travel demand management in Congestion Management Programs.

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The full text of the Section 65089 can be found on the Official California Legislative Information website at: http://www.leginfo.ca.gov/cgi-bin/calawquery? codesection=gov&codebody=&hits=20

AB (Assembly Bill) 170 [more specific information appears at the end of this Background section] •

In adding Section 65302.1 to the Government Code, requires cities and counties in the Valley to incorporate strategies to improve air quality in their general planning efforts.

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The full text of the AB 170 can be found on the Official California Legislative Information website at: http://www.leginfo.ca.gov/cgi-bin/postquery?bill_number ab_170&sess=CUR&house=A&search_type=bill_update

REGIONAL Air pollution does not respect political boundaries. Therefore, many air quality problems are best managed on a regional basis. In 1991 the State Legislature determined that management of an air basin by a single agency would be more effective than management through each county within that basin. Air basins are geographic areas sharing a common "air-shed." Most major metropolitan areas in California now fall under the authority of multi-county APCDs or AQMDs. Air districts have the primary responsibility for control of air pollution from all sources other than direct motor vehicle emissions, which are the responsibility of the ARB and - 10 -

EPA. Air districts adopt and enforce rules and regulations to achieve state and federal ambient air quality standards and enforce applicable state and federal law. The District has jurisdiction over air quality matters in the SJVAB. The District was formed in 1991. Its headquarters are located in Fresno with regional offices located in Bakersfield in the Southern Region and Modesto in the Northern Region. The District has jurisdiction over the eight counties within the air basin and includes the counties of Fresno, Kern, Kings, Madera, Merced, San Joaquin, Stanislaus, and Tulare. Note that the eastern portion of Kern County falls outside the SJVAB and lies within the Mojave Desert Air Basin. Until the passage of the CCAA, the primary role of county APCDs was controlling stationary sources of pollution, such as industrial processes and equipment. With the passage of the CCAA and federal CAA amendments, air districts were required to implement transportation control measures and were encouraged to adopt indirect source control programs to reduce mobile source emissions. These mandates created the necessity for air districts to work closely with cities, counties, and regional transportation planning agencies to develop new programs. The District entered into a memorandum of understanding with the transportation planning agencies of the eight counties in the SJVAB in 1992. This memorandum of understanding ensures a coordinated approach in the development and implementation of transportation plans throughout the Valley. This action has helped the Regional Transportation Planning Agencies comply with pertinent provisions of the federal and state Clean Air Acts as well as related transportation legislation (such as the Intermodal Surface Transportation Efficiency Act). The District develops plans and implements control measures in an effort to advance Valley attainment of CAAQS and NAAQS. The District has developed plans to attain state and federal standards for ozone and particulate matter. The District’s air quality plans include emissions inventories to measure the sources of air pollutants, to evaluate how well different control methods have worked, and to show how air pollution will be reduced. The plans also use computer modeling to estimate future levels of pollution and make sure that the Valley will meet air quality goals on time. The District Governing Board approved three major plans in 2007-2008. 2007 Ozone Plan •

The District approved the 2007 Ozone Plan on April 30, 2007. This plan included an in-depth analysis of all possible control measures and projected that the Valley will achieve the 8-hour ozone standard (as set by EPA in 1997) for all areas of the SJVAB no later than 2023.

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This plan went above and beyond minimum legal requirements by including a “Fast Track” control strategy. Through Fast Track, new strategies produce real reductions (even though they can not be legally counted in the plan at this time) and will clean the air before the deadline.

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The ARB approved the 2007 Ozone Plan on June 14, 2007.

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The District’s 2007 Ozone Plan can be found online at the District’s website at: http://www.valleyair.org/Air_Quality_Plans/AQ_Final_Adopted_Ozone2007.htm

2007 PM 10 Plan •

The District has compiled a series of PM10 Plans, with the first one in 1991. Based on PM10 measurements from 2003-2006, EPA found that the SJVAB had reached the federal PM10 standard.

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The District’s 2007 PM10 Maintenance Plan and Request for Redesignation, approved on September 21, 2007, assures that the Valley will continue to meet the PM10 standard and requests that EPA formally redesignate, or label, the Valley to attainment status. On April 5, 2008, EPA stated their intent to approve the PM10 Maintenance Plan.

The District’s 2007 PM10 Maintenance Plan can be found online at the District’s website at: http://www.valleyair.org/Air_Quality_Plans/docs/Maintenance%20 Plan10-25-07.pdf 2008 PM 2.5 Plan •

The District approved the 2008 PM2.5 Plan on April 30, 2008. Building upon the strategy used in the 2007 Ozone Plan, the District agreed to additional control measures to reduce directly produced PM2.5. The 2008 PM2.5 Plan estimates that the SJVAB will reach the PM2.5 standard (as set by EPA in 1997) in 2014.

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The ARB approved the Plan on May 22, 2008, and the plan has been submitted to EPA.

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The District’s 2008 PM2.5 Plan can be found online at the District’s website at: http://www.valleyair.org/Air_Quality_Plans/AQ_Final_Adopted_PM25_2008.htm

LOCAL Local government' s responsibility for air quality increased significantly with the passage of the CCAA and the federal CAA amendments. Both of these pieces of legislation place new emphasis on reducing motor vehicle trips and vehicle miles traveled at the local level. Although the District is required to address state air quality standards by way of TCMs and indirect source programs in its air quality attainment plans, cities and counties, through their Councils of Government, are responsible for most implementation. Local government responsibilities for air quality are found in four areas: (1) land use planning; (2) reviewing and mitigating the environmental impacts of development projects; (3) developing and maintaining the transportation infrastructure in the community, including transit systems; (4) implementing local air quality programs such as commute-based trip reduction and rideshare.

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Land Use – Sate law places responsibility for land use planning in the hands of city and county governments. With this responsibility comes the authority to approve development projects. As part of their duties, cities and counties are required to prepare a "general plan." The general plan is a comprehensive document that sets a community' s goals and policies for development over a long period (often 20 years) and designates in general terms where certain land uses will be allowed. The general plan has seven mandatory elements, but any issues can be addressed as the city or county sees fit. Air quality can be addressed within one or more of the mandatory elements, usually the Land Use, Conservation, or Circulation Elements. Section 65302.1 of California Government Code, added by AB 170 in 2003, requires cities and counties in the San Joaquin Valley to amend appropriate elements of general plans to include data, analysis, comprehensive goals, policies, and feasible implementation strategies to improve air quality. Environmental Review – The California Environmental Quality Act (CEQA) was enacted by the state legislature in 1970 and has been amended on numerous occasions. It applies to government initiated plans, projects, and regulations as well as to private projects requiring discretionary approval from a state or local agency. Under CEQA, a local planning agency is designated as the lead agency for most private development projects. After a lead agency makes a preliminary determination on the applicability of CEQA to a proposed action or approval (there are statutory and categorical exemptions listed in the CEQA Guidelines), the lead agency is required to analyze projects which are subject to CEQA in a standardized “initial study” format, to determine what the potential effects on the physical environment may be from the proposed project, and whether those effects would constitute a significant adverse impact. Projects with potentially significant adverse impacts require a detailed report referred to as an Environmental Impact Report (EIR). Projects that will not have a significant adverse effect, or projects that are modified to avoid significant effects, require preparation of a Negative Declaration or Mitigated Negative Declaration. Lead agencies are required to consult with, and request comments from, responsible agencies (those which would issue approvals or permits for a project) and trustee agencies (those having authority over specific resources), when such agencies’ areas of responsibility may be affected by the project. The lead agency may choose to require or not require the measures suggested by the responsible agency. CEQA allows lead agencies to disapprove a project if necessary to avoid one or more significant effects on the environment. The planning agencies’ authority to disapprove projects compels developers to include measures in the project to reduce significant environmental impacts. CEQA also allows lead agencies to make findings of over-riding considerations to approve projects whose impacts cannot be mitigated below a level of significance, after certification of an EIR with all feasible mitigation measures incorporated into the project. The District has prepared three guidance documents to aid agencies in performing environmental reviews. The documents are briefly described below:

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Air Quality Guidelines for General Plans (AQGGP) – The AQGGP is a guidance and resource document for cities and counties to use to address air quality in their general plans. The AQGGP includes goals, policies, and programs to reduce vehicle trips, reduce miles travelled, and improve air quality. The AQGGP can be found on the District’s website at: http://www.valleyair.org/ transportation/Entire-AQGGP.pdf

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Guideline for Assessing and Mitigating Air Quality Impacts (GAMAQI) – The GAMAQI is an advisory document, that provides Lead Agencies, consultants, and project applicants with uniform procedures for addressing air quality in environmental documents. The document includes a discussion of the District’s role in the CEQA process, identifies actions that can be taken by land use agencies to reduce air quality impacts, and the District’ thresholds of significance. The Technical Document contains information for use in air quality assessments, such as air quality data, regulatory setting, climate, topography, etc. The GAMAQI can be found on the District’s website at: http://www.valleyair.org/ transportation/CEQA%20Rules/GAMAQI%20Jan%202002%20Rev.pdf

•

Environmental Review Guideline (ERG) – The ERG fulfills CEQA requirements for agencies to adopt procedures and guidelines for implementing CEQA. The document is intended to guide District staff in carrying out CEQA and to assure the public that environmental impacts related to District actions are thoroughly and consistently addressed. The ERG can be found on the District’s website at: http://www.valleyair.org/transportation/CEQA%20Rules/ERG%20Adopted%20_ August%202000_.pdf

Transportation Infrastructure – The federal CAA amendments require transportation plans to conform to the air quality goals of the SIP. This means that states must assure that transportation programs do not undermine the attainment of air quality standards. The Regional Transportation Planning Agencies are responsible for making the conformity finding. The Air District' s role in this process is one of consultation. Air Quality Programs – The CCAA allows air districts to delegate the implementation of transportation control measures to any local agency as long as the following conditions are met: (1) the agency must submit an implementation plan to the district for approval; (2) the agency must adopt and implement measures at least as stringent as those in the district' s plan; and (3) the district must adopt procedures for reviewing the performance of the local agency in implementing the measures. Some local agencies prefer to maintain local control of these programs to ensure that all local concerns and issues are addressed. Local government' s close working relations with the individuals and businesses affected by the programs may generate more public interaction and program support. On the other hand, large businesses with worksites in more than one jurisdiction often prefer dealing with a regional agency so that compliance is uniform. A transportation control measure in which local government has an important role is in low-emission fleet

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vehicle programs. Cities and counties often operate the largest vehicle fleets in their jurisdictions. Programs to convert vehicle fleets to cleaner burning fuels have significant air quality benefits and can provide a model to private industry.

SAN JOAQUIN VALLEY AIR POLLUTION CONTROL DISTRICT GOALS, POLICIES, AND OBJECTIVES The District’s primary responsibility is the control of air pollution from stationary sources (sources other than direct motor vehicle emissions, which are the responsibility of the ARB and EPA). Permitting stationary sources provides a number of benefits to the public and to regulated sources. It provides an opportunity for the project proponent, the District, and the interested public to provide input and to assess a project’s compliance with federal, state, and local air requirements prior to beginning construction. It also provides a mechanism to consolidate and simplify the applicable air regulations in one brief document; and it provides guidance to both the applicant and the District that can be used on an ongoing basis to assure that the equipment or process is operating in compliance with those rules. Because of the severity of the air quality problems, permits are required in the Valley for very small sources of emissions; as little as two pounds of emissions per day can trigger permitting requirements. The permitting process involves two steps. The first step requires the applicant to apply for and receive an Authority to Construct (ATC) permit. Construction of new or modified facilities or equipment may not legally proceed until an ATC is issued by the District. The requirements that must be met to obtain a permit in the Valley are among the strictest in the nation, requiring mitigation of emissions using best available control technology (BACT) and for non-agricultural sources offsetting emissions when above certain thresholds (SB 700). The second step, issuing the Permit to Operate (PTO), occurs after the applicant has properly installed the equipment allowed by the Authority to Construct. In addition to permitting stationary sources the District was required by CCAA attainment plans to develop indirect source control programs. Indirect sources are defined as any building, facility, activity center, etc. that attracts motor vehicle trips. The District committed to reducing PM10 and NOx emissions from indirect sources in the 2003 PM10 Plan and the 2004 Extreme Ozone Attainment Demonstration Plan. The District’s Governing Board adopted District Rule 9510 (Indirect Source Review) in October 2006 as a result of this commitment. District Rule 9510 requires applicants to mitigate project impacts through the incorporation of on-site emission reducing design elements and/or the payment of fees that would be used to fund off-site emissions reduction projects. The District’s Air Quality Attainment Plans include measures to promote air quality elements in county and city general plans as one of the primary indirect source programs. The general plan is the primary long range planning document used by cities and counties to direct development. Since air districts have no authority over land use

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decisions, it is up to cities and counties to ensure that their general plans help achieve air quality goals. Adoption of new air quality attainment plans by SJVAPCD, calling for broader and more stringent rules and regulations to achieve compliance with national and state standards, is expected to synergistically accelerate progress toward attainment of clean air act standards. The Air Quality Guidelines for General Plans (AQGGP), adopted by the District in 1994 and amended in 2005, is a guidance document containing goals and policy examples that cities and counties may want to incorporate into their General Plans to satisfy Section 65302.1. When adopted in a general plan and implemented, the suggestions in the AQGGP can reduce vehicle trips and miles traveled and improve air quality. The specific suggestions in the AQGGP are voluntary. The District strongly encourages cities and counties to use their land use and transportation planning authority to help achieve air quality goals by adopting the suggested policies and programs. More information on land use strategies can be found on the District’s website at: http://www.valleyair.org/transportation/land_use_strategies.htm The District’s Air Quality Guidelines for General Plans can be found on the SJVAPCD website at: http://www.valleyair.org/transportation/Entire-AQGGP.pdf EMISSION INVENTORIES An emission inventory is an itemized list of pollutants in a given area for a specified time period, as estimated by use of sophisticated technical computer models. Present and future year inventories are important parts of air quality planning and modeling. Air pollution comes from many sources such as large industrial facilities, as well as things we use in our daily lives such as cars and trucks, paints, and aerosol spray products. For convenience, sources of air pollution have been grouped into the categories listed below to reflect the source of emissions or the purpose of the estimate. Area Source – Area source emissions are from sources that are not regulated by the District, or are individually so small that they may not be included in the District’s survey system. These small sources may not individually emit significant amounts of pollutants, but when aggregated can make an appreciable contribution to the emission inventory. Examples of these area sources are residential water heating and use of paints, varnishes, and consumer products. Emissions from these sources are grouped into categories and calculated based on surrogate variables. Of the more than 500 area-wide source categories established by the ARB, the District is responsible for estimating emissions from approximately 100. Emissions for the remaining categories are estimated by either ARB or the Department of Pesticide Regulation (DPR). Point Source – Facilities that have valid District permits are called point sources. Refineries, gas stations, dry cleaners and industrial plants are - 16 -

examples of point sources in our District. The District’s Technical Services Division collects and maintains a database with detailed information on each point source that submits data. Almost all facilities emitting greater than 2.5 tons/year of any air pollutant are included. The District’s database contains information for more than 4,000 facilities. Data on the activity, seasonal variations, and hours of operation are collected from each facility each year through a survey process. Emissions are calculated using detailed data for each of the facilities by various processes. Each year the District provides point source emissions inventory data to ARB to be included in their CEIDARS database. Mobile Source – Mobile sources consist of motor vehicles among other mobile sources. Mobile sources are classified as being on-road or off-road. On-road motor vehicles consist of passenger cars, trucks, buses and motorcycles. Emissions from on-road motor vehicles are a major portion of the emission inventory, and are estimated by ARB using computer models. Off-road mobile sources generally consist of vehicles in which the primary function is not transportation. Examples of off-road vehicles include construction and farm equipment. Other mobile sources include boats and ships, trains, and aircraft. The District estimates emissions for ships and aircraft in our area source inventory. The remaining sources are estimated by ARB as part of their off-road inventory. Natural Source – In addition to man-made air pollution, there are significant quantities of pollutants from natural source. Natural sources include biological and geological sources, wildfires, windblown dust, and biogenic emissions from plants and trees. Emissions from natural sources are estimated by ARB. Additional information on emission inventories and District methodologies can be found on the District’s website at: http://www.valleyair.org/busind/pto/Tox_Resources/ emissions_inventory.htm. Detailed information regarding current emissions inventory by region (air basin and county) can be found on the ARB website at: http://www.arb.ca.gov/ei/emissiondata.htm The District’s Annual Report to the Community, October 2008 provides a brief discussion of sources of air pollution and identifies the top 10 sources for NOx, VOC, and PM2.5 emissions projected for Year 2010, set forth in the table below. The Annual Report to the Community can be found on the District’s website at: http://www.valleyair.org/General_info/pubdocs/2008AnnualReportfinal-web.pdf

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Top 10 Significant Sources of Criteria Pollutant Emissions NOx

VOC

PM2.5

Heavy Heavy-Duty Diesel Trucks

Farming Operations

Managed Burning and Disposal

Off-Road Equipment

Oil and Gas Production

Residential Fuel Combustion

Farm Equipment

Consumer Products

Farming Operations

Trains

Pesticides/Fertilizers

Heavy Heavy-Duty Diesel Trucks

Medium Heavy Duty Diesel Trucks

Light Duty Passenger Vehicles

Fugitive Windblown Dust

Light Duty Passenger Vehicles

Heavy Heavy-Duty Diesel Trucks

Paved Road Dust

Light Duty Trucks – LDT2

Off-Road Equipment

Unpaved Road Dust

Food and Agricultural Processing

Recreational Boats

Cooking

Oil and Gas Production

Light Duty Trucks – LDT2

Off-Road Equipment

Medium Duty Trucks

Food and Agriculture

Chemical Industrial Processes

A more detailed discussion on these projections can be found in the District’s 2008 PM2.5 Plan which can be found online at: http://www.valleyair.org/Air_Quality_ Plans/AQ_Final_Adopted_PM25_2008.htm

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CURRENT STATUS OF PROGRESS TOWARD ATTAINMENT1 Planning staff worked closely with the regional SJVAPCD on the 2025 Fresno General Plan and its accompanying Master Environmental Impact Report (MEIR). Numerous General Plan policies and MEIR mitigation measures were focused on improving air quality. During this time, the District adopted and updated attainment plans and attendant rules and regulations. The 2025 Fresno General Plan and its MEIR gave emphasis to pursuing cleaner air as an over-arching goal. The urban form element of the General Plan was designed to foster efficient transportation and to support mass transit and subdivision design standards are being implemented to support pedestrian travel. Strong policy direction in the Public Facilities and Resource Conservation elements require that air pollution improvement be a primary consideration for all land development proposals, that development and public facility projects conform to the 2025 Fresno General Plan and its EIR mitigation measures, and that the City work conjunctively with other agencies toward the goal of improving air quality. General Plan goals/objectives/policies and MEIR mitigation measures sketched out a series of actions for the City to pursue with regard to its own operations, and City departments have been pursuing these objectives. The Fresno Area Express (FAX) bus fleet and the Department of Public Utilities solid waste collection truck fleet are being converted to cleaner fuels. Lighter-duty vehicle fleets are also incorporating alternative fuels and “hybrid” vehicles. Mass transit system improvements are supporting increased ridership. Construction of sidewalks, paseos, bicycle lanes and bike paths is being required for new development projects, and are being incorporated into already-built segments of City rights-of-way with financing from grants, gas tax, and other road construction revenues. Traffic signal synchronization is being implemented. The Planning and Development Department amended the Fresno Municipal Code to ban all types of residential woodburning appliances, thereby removing the most prominent source of particulate matter pollution from new construction. Pursuant to a specific MEIR mitigation measure, all proposed development projects are evaluated with the “Urbemis” air quality impact model that evaluates potential generation of a range of air pollutants and pollutant precursors from project construction, project-related traffic, and from various area-wide non-point air pollution sources (e.g., combustion appliances, yard maintenance activities, etc.). The results of this “Urbemis” model evaluation are used to determine the significance of development projects’ air quality impacts as well as the basis for any project-specific air quality mitigation measures.

1

The discussion in this section is intended to provide background and historical information and is not intended to create any mandatory obligations on the City. Any specific program, ordinance, policy, mitigation measure, practice or other implementation measure is subject to change.

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Through implementation of regional air quality attainment plans by the San Joaquin Valley Unified Air Pollution Control District (SJVAPCD), as supported by Implementation of 2025 Fresno General Plan policies and MEIR mitigation measures, air pollution indices have shown improvement. Progress is being made toward attainment of federal and state ambient air quality standards. Air quality monitoring data compiled in the 6½ years subsequent to the 2025 Fresno Plan show that population growth and urban development which occurred did not degrade air quality; rather, pollutant levels have been steadily decreasing for ozone/oxidants and for particulate matter (10 microns and 2 microns in size) since 2002. Ozone/oxidant levels have shown gradual improvement, as depicted in the following graphs and charts from the California Air Resources Board (graphics with an aqua background) and from the San Joaquin Valley Air Pollution Control District (those with no background color):

1997 National Attainment Standard 2008 National Attainment Standard

GRAPH NOTES: The "National 1997 8-Hour Ozone Design Value" is a three-year running average of the fourth-highest 8-hour ozone measurement averages in each of the three years (computed according to the method specified in Title 40, Code of Federal Regulations, Part 50, Appendix I). Under the 1997 standard, in effect through the end of 2007, “Attainment” would be achieved if the three-year average were less than, or equal to, 84 parts per billion (ppb), or 0.084 parts per million (ppm). In 2008, a new National 8-Hour Ozone Attainment standard went into effect: a three year average of 75 ppb (0.075 ppm). Data and attainment status for 2008 is expected to become available in 2009. The California Clean Air Act has a different calculation method for its 8-hr oxidant [ozone] standard design value, and an attainment standard that is lower (0.070 ppm). The ozone improvement trend under the state Clean Air Act 8-hour ozone standard parallels the trend for the national 8-hour standard.

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In 1997, the Federal Clean Air Act repealed the former National 1-hour Ozone standard. However, the California Clean Air Act retains this air pollution parameter. The days per year in which the State of California 1-hour ozone standard has been exceeded have also shown a generally decreasing trend in the time since the 2025 Fresno General Plan MEIR was adopted in 2002. 1-hour Ozone Exceedance Days (California State Standard) 30

Number of Days

25

20

15

10

5

0 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

As noted previously, the current ozone attainment plan for the San Joaquin Valley Air Basin, in place when the MEIR for the 2025 Fresno General Plan was - 21 -

certified, is linked to a federal designation of “Serious Nonattainment.” While ozone/oxidant air quality conditions are showing a trend toward improvement, the rate of progress toward full attainment is not sufficient to reach the national ambient air quality standards by the target date established by the attainment plan. Mobile sources (vehicle engines) are the primary source for ozone precursors, and the regulation of mobile sources occurs at the national and state levels and is beyond the direct regulatory reach of the regional air pollution control agency. In 2004, the San Joaquin Valley Air Pollution Control District, in conjunction with the California Air Resources Board, approved a re-designation for the San Joaquin Valley Air Basin to “Extreme Nonattainment” status for ozone, approving a successor air quality attainment plan that projects San Joaquin Valley attainment of the national 8-hour ozone standard by year 2023. This designation and its accompanying attainment plan were submitted to the U.S. Environmental Protection Agency (USEPA) in November of 2004. To date, no formal action has been taken by USEPA to date on the proposed designation or the attainment plan; the Valley remains in “Severe Non- attainment” as of this writing. The change from “Severe” to “Extreme” ozone Nonattainment would represent an extension of the deadline for attainment. The proposed revised ozone attainment plan includes not only all the measures in the preceding ozone attainment plan, but additional measures for regulating a wider range of activities to attain ambient air quality standards. The Valley’s progress toward attaining national and state standards for PM10 (particulate matter less than 10 microns in diameter) has been greater since certification of the MEIR:

SJV PM10 Progress

50 40

NAAQS

Number of Days over PM10

60

30 20 10 0

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

As the preceding chart reveals, levels of PM10 air pollution have decreased since 2002. When the MEIR was certified, the San Joaquin Valley Air Basin was designated in “Serious Nonattainment” for national standards. As of 2007, the - 22 -

number of days where standards were exceeded has decreased to the extent that the Valley has been deemed to be in Attainment. Under Federal Clean Air Act Section 107(d)(3), PM10 attainment plans and associated rules and regulations remain in place to maintain this level of air quality. New and expanded regulations proposed to combat “Extreme” ozone pollution and PM2.5 (discussed below) would be expected to provide even more improvement in PM10 pollution situation. The 2025 Fresno General Plan provided policy direction in support of “indirect source review” as a method for controlling mobile source pollution. Although vehicle engines and fuels are outside the purview of local and regional jurisdictions in California, approaching mobile source pollution indirectly, through regulation and mitigation of land uses which generate traffic, is an alternative approach. Projects are being evaluated under Rule 9510 and are implementing many features which mitigate emissions through design: pedestrian and bike facilities; proximal siting of residential and commercial land uses; low-pollution construction equipment; dust control measures; cleaner-burning combustion appliances, etc.. Allocation of Rule 9510 impact mitigation fees for various clean air projects throughout the San Joaquin Valley will accelerate progress toward attainment. It is anticipated that future augmentation of the Indirect Source Review Rule, will accelerate progress toward attainment of federal and state ozone standards, and will be an important component of the attainment plan for PM2.5 (very fine particulate matter) and for greenhouse gas reductions to combat global climate change. Federal and state standards/designations for PM2.5 had not been finalized when the 2025 Fresno General Plan MEIR was drafted and its accompanying MEIR certified. The PM2.5 attainment adopted in the intervening time is projected to achieve compliance with the 1997 federal Clean Air Act standard by 2014, in conjunction with California Air Resources Board (and US EPA) action to improve diesel engine emissions. The San Joaquin Valley Air Basin has not yet been classified under the more stringent federal 2006 PM2.5 standard; this classification is expected in 2009 and appropriate attainment planning will ensue. As with ozone and PM10 pollution, levels of PM2.5 have already been reduced by existing air quality improvement planning policies, mitigation measures, and regulations. The following charts depict historic PM2.5 monitoring data for the regional air basin. With implementation of this attainment plan, the rate of progress toward attainment of federal and state PM2.5 standards will accelerate.

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24-hour PM2.5 Levels 3 -yea r Average 98th Perc entile Value s 120

Attainm ent is m et when the 3-yea r ave ra ge is le ss than or equ al to 6 5 µ g/m ³ (1997 stand ard) less th an o r equa l to 35 µ g/m ³ (2 006 standa rd ).

100

µg/m ³

80 60 40 20 0 19 99-200 1 2000 -2 002 2 001-20 03 200 2-200 4 2 003 -2 005 20 04-20 06 200 5-2007

A nn ual PM 2 .5 L e ve ls T hree-Year A verages 30

A ttainm ent is m et w hen the 3-ye ar av erage is le ss th an or equ al to 1 5 µ g/m ³

25

µg/m ³

20 15

10 5 0 199 9-200 1

200 0-2002

2001 -2 003

2 002-20 04

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20 03-200 5

200 4-2006

2005 -2 007

REQUIREMENTS OF AB 170 Assembly Bill 170, Reyes (AB 170), was adopted by state lawmakers in 2003 creating Government Code Section 65302.1 which requires cities and counties in the San Joaquin Valley to amend their general plans to include data and analysis, comprehensive goals, policies and feasible implementation strategies designed to improve air quality. AB 170 requires cities and counties to comply no later than one (1) year from the date specified in Government Code Section 6588 for the next revision of the housing element after January 1, 2004 (Section 65302.1.e). Based upon the schedule outlined in the bill, most jurisdictions in Fresno and Kern counties are required to adopt these amendments by June 30, 2009. AB 170 also requires cities and counties to submit proposed air quality general plan amendments to the San Joaquin Valley Air Pollution Control District (District) at least 45 days prior to adoption of those amendments (i.e., by May 17, 2009), and the District then has 30 days to return comments (Section 65302.1.d ). Under certain circumstances, jurisdictions may petition to the Governor’s Office of Planning and Research (OPR) for an extension to comply with the requirements of AB 170. Section 65302.1.c identifies four (4) areas of air quality discussion required in these amendments. These areas include: (1) a report describing local air quality conditions, attainment status, and state and federal air quality and transportation plans; (2) a summary of local, district, state, and federal policies, programs, and regulations to improve air quality; (3) a comprehensive set of goals, policies, and objectives to improve air quality; and (4) feasible implementation measures designed to achieve these goals. The General Plan elements covered by AB 170 include, but are not limited to, those elements dealing with land use, circulation, housing, conservation, and open space. The following list provides links to OPR documents regarding AB 170 and general plans. •

OPR General Plan Guidelines Homepage: http://www.opr.ca.gov/index.php?a=planning/plans.html

•

OPR Planning Publications Homepage: http://opr.ca.gov/index.php?a=planning/planningpubs.html#genplan

•

OPR Planning Resources Homepage: http://www.opr.ca.gov/index.php?a=planning/planningpubs.html

•

OPR State Agency Technical Resources for General Plans: http://opr.ca.gov/planning/docs/State_Agency_Technical_Resources_for_G eneral_Plans.pdf

•

OPR Time Extensions Homepage: http://www.opr.ca.gov/index.php?a=planning/generalplan.html

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AB 170 requires general plans to include feasible implementation measures to reduce air quality impacts. Effective types of mitigation depend on the size and type of project being considered. The District therefore recommends different mitigation strategies for different types of projects. The District has identified three (3) mitigation strategies, based on project size, which can be used to develop plan-specific feasible mitigation measures. 1) General plan update, large specific plan, and new town plan mitigation strategies: •

Adopt air quality element/general plan air quality policies/specific plan policies

•

Adopt Local Air Quality Mitigation Fee Program (Stockton and Turlock have done so)

•

Fund TCM program: transit, bicycle, pedestrian, traffic flow improvements, transportation system management, rideshare, telecommuting, video-conferencing, etc.

•

Adopt air quality enhancing design guidelines/standards

•

Designate pedestrian/transit oriented development areas on general plan/specific plan/ planned development land use maps

•

Adopt ordinance limiting woodburning appliances/fireplace installations

•

Fugitive dust regulation enforcement coordinated with SJVAPCD

•

Energy efficiency incentive programs

•

Local alternative fuels programs

•

Coordinate location of land uses to separate odor generators and sensitive receptors

2) General plan amendment, small specific plan, and zoning change mitigation strategies: •

Apply general plan policies, local ordinances and programs from above to the project site or adopt similar site specific programs

•

Provide pedestrian/transit oriented project design

•

Contribute to Local Air Quality Mitigation Fee Fund

•

Contribute towards TCM implementation programs

•

Commit to on-site improvements; bikeways, transit infrastructure, pedestrian enhancements

•

Provide traffic flow improvements for areas impacted by the project

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3) Tentative subdivision map, site plan, and conditional use permit mitigation strategies: •

Apply general plan policies and local ordinances and programs from above to the project site

•

Pedestrian/Transit oriented site design

•

Provide on-site improvement: bikeways, transit infrastructure, pedestrian enhancements

•

Contribute to Local Air Quality Mitigation Fee Fund

•

Contribute to TCM implementation

•

Energy conservation measures above and beyond requirements

•

Pay for fleet vehicle conversions to alternative fuels

These strategies can also be found on the District’s website at: http://www.valleyair.org/ transportation/air_quality_mitigation_strategie.htm

CLIMATE CHANGE / “GLOBAL WARMING” When sunlight strikes the Earth’s surface, some of it is reflected back into space as infrared radiation. When the net amount of solar infrared energy reaching Earth’s surface is about the same as the amount of energy radiated back into space, the average ambient temperature of the Earth’s surface should remain more or less constant. Global climate change (colloquially referred to as “global warming”) is the term coined to describe very widespread climate change characterized by a rise in the Earth’s ambient average temperatures with concomitant disturbances in weather patterns and resulting alteration of oceanic and terrestrial environs and biota. The predominant opinion within the scientific community is that global climate change is occurring, and that it is being caused and/or accelerated by human activities, primarily the generation of “greenhouse gases” (GHG). Greenhouse gases (GHGs) are gases having properties absorb and emit radiation within the thermal infrared range, and that would cause thermal energy (heat) to be trapped the earth’s atmosphere. It is believed that increased levels of greenhouse gases in the atmosphere can disturb the thermal equilibrium of the earth when natural carbon cycle processes (such as photosynthesis) are unable to absorb sufficient quantities of carbon dioxide and other GHGs in comparison with the amount of GHGs being emitted. It is believed that a combination of factors related to human activities, such as deforestation, emissions of GHG into the atmosphere from carbon fuel combustion, etc. are causing climate change.

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Some GHGs occur naturally and are emitted to the atmosphere through both natural processes and human activities. Other GHGs are created and emitted solely through human activities. Water vapor is the most predominant GHG, and is primarily a natural occurrence: approximately 85% of the water vapor in the atmosphere is created by evaporation from the oceans. The major anthropogenic greenhouse gases (those that enter the atmosphere because of human activities) are: •

Carbon Dioxide – CO2 enters the atmosphere through the burning of fossil fuels, solid waste, trees and wood products. CO2 is also as a result of other chemical reactions (e.g., certain manufacturing processes). CO2 can be removed from the atmosphere through the photosynthesis process (the process in which plants absorb and convert CO2 into energy), but otherwise is a nonreactive gas that tends to persist and accumulate. Since carbon dioxide is the most commonly-emitted greenhouse gas, quantification of all other greenhouse gases is standardized to CO2 the term used is “MTCO2e,” for “metric tonnes of CO2 equivalent.”

•

Methane – CH4 is emitted during the production and transport of coal, natural gas, and oil. CH4 is also the natural result of the ruminant digestive processes in mammals (notably, ruminants such as cattle). It is also emitted from the decay of organic waste (such as landfill deposits) and from wastewater collection and treatment facilities. The climate change effect of CH4 is estimated to be 21 times more powerful than that of CO2, so that for every ton of methane emitted the GHG is estimated as 21 MTCO2e.

•

Nitrous Oxide – N2O is emitted during agricultural and industrial activities, as well as during combustion of fossil fuels and solid waste. Its global climate change effect is over ten times as powerful as that of methane: each metric tonne of N2O is estimated as 310 MTCO2e.

•

Fluorinated Gases – Hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), and sulfur hexafluoride (SF6) are synthetic gases that are emitted from a variety of industrial processes. Some have been used as coolants, replacing “freon” gases that have been banned by global convention. These gases are typically emitted in smaller quantities, but because of their extreme potency (140 to 23,900 times as powerful as that of CO2), they are sometimes referred to as “High Global Warming Potential” gases (High GWP gases).

Greenhouse gases were not generally thought of as traditional air pollutants because their impacts are global and diffuse in nature, while the criteria air pollutants and air toxics directly affect the health of people and other living things at ground level in the general region of their release to the atmosphere.

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However, it has been realized that GHGs and associated climate change could also drastically affect the health of populations not only in the U.S., but around the world through ocean rise that displaces populations, causes economic and infrastructure damage, disrupts agriculture, increases heat-related illnesses, exacerbates effects of criteria air pollutants, spreads of infectious diseases through proliferation of mosquitoes and other vectors carrying “tropical” diseases into temperate climate zones, and alters/endangers natural flora and fauna in terrestrial and aquatic environments. One oft-cited example of a predicted change in global climate is that the Sierra snowpack could be reduced to as little as 20% of its historic levels, a dire consequence since it is estimated that over 70% of California’s population relies on this “frozen reservoir” for its water supply. The State of California has formally acknowledged these risks and has tasked state and local governments with working toward reduction of potential global climate change. The Governor issued Executive Order No. S-03-05, and subsequently signed Assembly Bill (AB) 32, the Global Warming Solutions Act of 2006, which was codified as Health & Safety Code Section 38501 et seq. On April 17, 2009, the United States Environmental Protection Agency followed suit with formal recognition that carbon emissions pose a threat to “the health and welfare of current and future generations….” It is anticipated that Federal and regional regulations will be adopted to require regional air districts to address greenhouse gas emissions. More detailed discussions of GHGs and current state and federal regulations, and links to other GHG resources can be found on the SJVAPCD website at: http://www.valleyair.org/ Programs/CCAP/CCAP_idx.htm At this time the governing regulations are derived from AB 32, which sets forth a work plan for addressing those potential problems. Key provisions include the following: Codification of the Executive Order goal of reducing California' s GHG emissions to 1990 “baseline” levels by 2020. Set deadlines for establishing an enforcement mechanism to reduce the GHG emissions: By June 30, 2007, the California Air Resources Board ("CARB") was required to publish “discrete early action” GHG emission reduction measures. Discrete early actions are regulations to reduce greenhouse gas emissions to be adopted by the CARB and enforceable by January 1, 2010; By January 1, 2008, CARB was required to identify what the state' s GHG emissions were in 1990 (set target emission levels for 2020) and to set current “benchmark” or “baseline” emissions, This emissions estimates have been done for the entire state (see data below), but target and baseline emissions have not been - 29 -

allocated to regions, counties, or smaller political jurisdictions. By January 1, 2008, CARB was also required to adopt regulations to require the reporting and verification of statewide greenhouse gas emissions. By January 1, 2011, CARB must adopt emission limits and emission reduction measures to take effect by January 1, 2012. There are, at this time, no “attainment” concentration standards established by the federal or state government for greenhouse gases (although several of the GHGs are regulated as precursors to criteria pollutants regulated by the federal and California Clean Air Acts). However, the State has codified a mandate to GHG emissions to 1990 levels by Year 2020. The target emission levels have been established as 436 million MTCO2e statewide. At those emission levels, scientists acknowledge that some climate change will occur (has occurred), that some environmental changes would be attributable to these GHG emissions, but that GHG emissions at this level would not pose significant dangerous effects. As of 2004, the latest year for which data is available, California’s emissions were estimated at 496 million MTCO2e. Without major changes in the way California develops land, provides energy, and manages transportation, 2020 emissions would total 610 million MTCO2e. Therefore, in order to roll back GHG emissions to 1990 levels, a reduction of 174 million MTCO2e would need to be achieved statewide—against the background of California’s general population increase and the need for ongoing land and economic development. The combination of the need to reduce and the need to grow equate to a need to reduce per capita GHG emissions by some 30%. While the ARB has not released its emission limits and emission reduction regulations yet, early actions are being taken at the state, regional, and local levels. Ongoing efforts to reduce criteria pollutants will also lead to improvements in GHG emission control. It is important to avoid worsening air pollution due to criteria pollutants while attempting to reduce GHG emissions, a “no backsliding” provision embodied in Assembly Bill 32). Another major area of effort relates to energy efficiency and greater employment of “alternative” (non-combustion) sources of energy. California and Fresno have a large inventory of existing buildings which could be made more energyefficient, and with 300 sunny days per year Fresno could produce a much greater increment of its electrical power from solar installations. It has been recognized that new development projects would potentially add GHG emissions and could exacerbate global climate change problems. In order to standardize evaluation of projects, Senate Bill 97 (codified as Public

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Resources Code Sections 21083.05 and 21097) requiring the state Resources Agency to adopt guidelines for addressing climate change in environmental analysis pursuant to the California Environmental Quality Act. By July 1, 2009, the Governor' s Office of Planning and Research (OPR) is required to finalize new guidelines for the analysis and mitigation of greenhouse gas emissions, and transmit those draft regulations to the Resources Agency. The Resources Agency must then certify and adopt the guidelines by January 1, 2010. Draft guidelines have been released, commented on, and the finished Guideline amendments are expected to be adopted at any time. The State of California, in conjunction with CARB and regional air pollution control districts are in the process of disseminating new computer modeling tools for the evaluation of greenhouse gas emissions and mitigation measures for GHG reductions. The Urbemis computer model used to analyze land use and development decisions (mandated to be used for project analysis by policies of the 2025 Fresno General Plan) provides data on estimated emissions of CO2. Other computer models can estimate “life cycle” emissions related to building materials and energy utilized by projects. The California Air Pollution Control Officers Association (CAPCOA) produced a comprehensive publication on this topic in 2008, CEQA and Climate Change. Contained in that publication are lists of potential GHG reduction measures that may be incorporated into project design and operation as mitigation measures. In December of 2008, the California Attorney General’s Office also released a comprehensive guidance document, attached hereto as proposed as Appendix J for the 2025 Fresno General Plan which offers further policy guidance on mitigating greenhouse gas emissions. Policy formulation for, and analysis of, global climate change was not part of the originally adopted 2025 Fresno General Plan and its accompanying Master Environmental Impact Report, due to lack of scientific consensus on the issue in 2002. At this point in time, regional GHG inventory benchmarking and environmental analysis policy formulation are underway by the California Environmental Protection Agency, the San Joaquin Valley Air Pollution Control District, and the Governor’s Office of Planning and Research. The following Air Quality Amendment to the 2025 Fresno General Plan proposes initial steps to address Fresno’s part in avoiding global climate change, through adoption of new Resource Element / Air Quality General Plan Objectives and policies. The information in previously-cited CAPCOA and California Attorney General publications will be used as information resources for GHG mitigation. Fresno’s geographic location (in the Central Valley, in an urbanized area on flat terrain distant from the Pacific coast) would make it unlikely to be significantly directly affected by sea level rise.

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Long-term precipitation studies show that Fresno’s rainfall occurs during episodic high-intensity events that typically begin in October and end by May. It is theorized that global climate change would increase the overall level of energy in the atmosphere and thereby cause an increased intensity of storm events, which could in turn cause excess episodic precipitation. This could affect both the urbanized (upland) portion of Fresno and the San Joaquin Riverbottom (whose flood prevention requirements are currently administered under regulations promulgated by the Federal Emergency Management Agency’s National Flood Insurance Program (which the city subscribes to) as well as a newly reorganized state agency, the Central Valley Flood Protection Board). The Fresno Metropolitan Flood Control District (FMFCD) is a special district authorized by State legislation to deal with drainage and flood control throughout the Fresno-Clovis Metropolitan Area. Its Drainage and Flood Control Master Plan is periodically updated and these updates and analyses incorporate ongoing precipitation studies. The Master Plan sets policies for drainage infrastructure and grading in the metropolitan area, predicated on the local weather pattern. Public urban drainage facilities are sized for storm intensities expected to occurring at statistically expected intervals. This drainage system design has additional runoff capacity built into the street system, so that excess precipitation from more intense storm events is directed to the street system. Ultimately, drain inlets and FMFCD drainage basin dewatering pumps direct severe storm runoff into the network of Fresno Irrigation District canals and pipelines still extant in the metropolitan area, with outfalls beyond the western edge of the metropolitan area. (These canals have capacity when not being used to accommodate irrigation deliveries during the dry hot weather months.) FMFCD project conditions also preserve “breakover” historic surface drainage routes for runoff from major storms. The City of Fresno’s Flood Plan Ordinance and grading standards require that finished floor heights be above the crowns of streets and above any elevated ditchbanks of irrigation canals. Therefore, existing drainage plans and infrastructure would be expected to respond to and accommodate some increases in intense storm events that could be attributed to greenhouse gas emissions, but incremental adjustment of design standards and infrastructure needs would need to be addressed should a trend be established toward increased precipitation. If the potential effects of climate change cause a serious and persistent decrease in the Sierra snowpack, some of Fresno’s water supply could be affected. The City derives much of its water supply from groundwater, using its surface water entitlements from the Kings and San Joaquin Rivers primarily to recharge the aquifer (in addition to precipitation captured and percolated in ponding basins, in conjunction with Fresno Metropolitan Flood Control District). It treats and distributes only a portion of its surface water supply from the San Joaquin and Kings Rivers in the municipal water system. In times of drought, a reprioritization

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of water deliveries and reallocation for critical urban supplies vs. agricultural use is likely. The City’s Metropolitan Water Resources Plan contains contingencies and responses for drought situations which would be employed if climate change were to directly or indirectly reduce the City’s water supply. Due to longstanding city policies incorporating fire protection measures into all development and construction, and due to Fresno’s location distant from foothill rangeland and mountainous timber land, the City is not generally subject to wildfire hazards. (It is acknowledged that the vegetation on the steep San Joaquin River face does present a wildfire risk that is not easily managed by mechanical vegetation removal, due to risk of erosion.) Residents of Fresno could be affected by any climate change-induced increased wildfire occurrence, due to widespread air quality degradation that massive fires can cause through broad regions of California. Fresno has historically had high ambient summer temperatures and a resulting heat mortality level that is among the highest in the state (5 heat-related deaths annually per 100,000 population). Due to the prevalence of air conditioning in dwellings and commercial buildings, the California Air Resources Board Research Division has found that an increase in extreme heat days from climate change is not expected by to significantly increase heat-related deaths in Fresno, as opposed to possible effects in cooler portions of the state such as Sacramento or Los Angeles areas (reference: Projections of Public Health Impacts of Climate Change in California: Scenario Analysis, by Dr. Deborah Dreschler, Air Resources Board; presented at the Fresno USF Medical School on April 9, 2008). Increased summertime temperatures which may be caused by climate change will be mitigated by the City’s landscaping standards to provide shade trees, by statewide energy efficiency standards which insulate dwellings from heat and cold, and by urban design standards which require east-west orientation of streets and buildings to facilitate solar gain. Fresno has a heat emergency response plan and provides cooling centers and free bus transportation to persons who do not have access to air conditioning. Secondary health effects of climate change could include increases in respiratory and cardiac illnesses attributable to poor air quality. The San Joaquin Valley Air Pollution Control District (SJVAPCD) provides daily advisories and warnings in times of high ozone levels to help senior citizens and other sensitive populations avoid exposure. As noted previously, the SJVAPCD has achieved attainment of federal fine particulate matter (PM10) standards and has committed to attaining PM2.5 standards by Year 2014. The District has also committed to attainment of federal oxidant/ozone standards by Year 2023. Additional SJVAPCD Rules and emission controls will be approved as necessary to decrease emissions by those target dates. Any exacerbation of criteria air pollutants caused by climate change will be reflected in air pollution monitoring and will be factored into future

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iterations of attainment plans for criteria pollutants. Additional District rulemaking would be required to stay on course toward attainment status for criteria pollutants.

FRESNO CONTROL STRATEGIES FOR REDUCING GREENHOUSE GAS EMISSIONS The 2025 Fresno General Plan objectives and policies will be augmented with policies focusing on prevention of global climate change through GHG emission reductions. Existing policies in the 2025 Fresno General Plan call for increasing the amount of landscaped open space and shading. The original intent of these policies was to ameliorate the urban heat island effect, which would help moderate Fresno’s ground level temperatures with recognition that plants generate oxygen and tend to improve air quality at ground level. These policies would further efforts to control greenhouse gases, because plants “sequester” CO2. They withdraw CO2 from the atmosphere and build it into their tissues. Overarching control and prevention strategies already in the General Plan for criteria air pollutants will reduce greenhouse gas emissions: reductions in vehicle trips and vehicle miles traveled through increased densities, mixed use development, facilitation of increased mass transit use, and greater pedestrian and bicycle accessibility; reduced and cleaner combustion processes. Many existing 2025 Fresno General Plan policies for land use, transportation, public facilities, and air pollution prevention already act to reduce or prevent global climate change. Approaches to analyzing and reducing greenhouse gases tend to look not only at primary transportation involved in land use (i.e., customer vehicles and vehicles used by a business itself), but also the transportation of goods and materials from their point of production elsewhere in the world to the site where these goods and materials are used for construction or inventory. Currently, a vast amount of carbon combustion in the United States and in California occurs in order to supply electricity and heat building spaces. Most of the carbon consumed for power generation and heating comes from nonrenewable resources such as petroleum and coal. Therefore, strategies to reduce GHGs emphasize energy efficiency and look for ways to generate power from non-combustion or renewable resources. Use of recycled methane from human and animal waste processing as a combustion fuel stock would generate some CO2 but prevents atmospheric emissions of methane, which (as noted above) is a much more powerful GHG than CO2 . Water and wastewater utilities are major consumers of electrical power: the City of Fresno’s aggregate power cost for water and sewer utilities in FY08 was approximately $14 million, even though the Regional Wastewater Treatment and Reclamation Facility generates much of its own electrical power through a cogeneration facility using the 1,200 cubic feet per second of gas (primarily, methane) emanated from plant digesters. Efforts to reduce water consumption - 34 -

for the purpose of GHG reduction would work in concert with conservation efforts aimed at eliminating water waste. There are opportunities to make City utility operations more energy-efficient through water conservation efforts, as outlined in the recently-updated Urban Water Management Plan. Water efficiency and conservation efforts would not only reduce water demand and insure the City against reductions in availability of surface water attributable to reduced snowpack, it would have secondary benefits in energy consumption and methane production because approximately one-third of the potable water consumed in Fresno is subsequently processed by the wastewater facility. Energy is consumed in the removal and processing of resources and in manufacturing of finished goods. Processes such as demolition, waste collection and disposal generate GHGs from equipment and vehicle emissions, combustion, and landfill gas. Therefore, recycling is considered a useful strategy for combating greenhouse gas accumulation, since it avoids these sources of GHGs. The City of Fresno has complied with State of California solid waste diversion regulations, achieving a recycling rate of over 70% (highest rate among California’s 10 largest cities). Fresno also recycles 100% of its pavement material when doing street improvements. Opportunities exist to further improve the recycling program and to encourage reutilization of structures. Greenhouse gas control efforts focus on these multiple aspects of emissions, attempting an integrated, broad-based strategy for “sustainability” to incorporate: heightened energy efficiency incorporated into all aspects of structural design and operations, as appropriate to local climate; rehabilitation and renovation of existing structures, incorporating and upgrading energy efficiency measures; reduction in vehicle-related emissions; utilization of renewable and non-polluting sources of energy; incorporation of recycled and renewable materials in construction; reduction in use and generation of toxic materials that require special handling and disposal; increasing landscaping in ways appropriate to local climate; water conservation; and water recycling. Jurisdictions and major urban functions can be “benchmarked” for total GHG emissions through “carbon footprinting” computer models. The CARB and SJVAPCD statewide and regional inventory and benchmarking processes are not

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yet completed, but are expected soon. The resulting data will guide goals and measures adopted to reach those goals. Some GHG analysis and reduction protocols take an analytic approach to extensively quantify and document each potential emission and reduction measure. This approach is deemed most appropriate for major industrial facilities which would require specific permitting for pollutants under SJVAPCD regulations (large producers of greenhouse gases are required by law to annually report those emissions). These facilities may generate GHGs of a magnitude considered to create a potentially significant adverse environmental impact and in general would require project analysis at the level of an Environmental Impact Report. Yet, due to considerations of public necessity (e.g., the need for power) or economic development and jobs/housing balance, such facilities may be deemed critical facilities that need to be approved. Therefore, mitigation strategies for these large facilities may need to include purchasing of greenhouse gas emission credits, commonly referred to as “carbon [offset] trading.” In “carbon trading,” GHG reductions achieved by one facility or program may be applied to mitigate the potential effects of another proposed facility or program. Quantified GHG reductions offered as “credits” are typically “discounted,” so that the end result after use of “credits” is an overall net reduction in emissions. There are companies which generate and sell “carbon credits” at a national level through such measures as planting forests. Other firms generate “credits” through solar power installations and energy efficiency measures. In an effort to ensure that GHG emission reductions are properly verified and standardized, to retain GHG reductions and their accompanying air quality benefits within the San Joaquin Valley region, and to facilitate local economic development, the SJVAPCD has initiated steps to create a regional “carbon trading” exchange. GHG emissions can also be quantified for smaller development projects, and appropriate effective mitigation measures employed (see Appendix J and energy and water conservation audits can also be done for individual existing buildings where new development or expansion is not proposed. Studies based on statistically valid sampling of these smaller projects can be used to periodically evaluate the usefulness of GHG control measures. Other measurable parameters (such as recycling rates and vehicle miles traveled) are variable or difficult to measure for individual smaller projects, making them less useful for evaluating minor projects. These types of statistical tools are best applied to analysis of larger geographical areas. Most jurisdictions’ GHG reduction plans, and the City of Fresno’s intended General Plan strategy for addressing global climate change, is to focus on a

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qualitative and performance-based approach that maximizes opportunities to reduce greenhouse gas emissions through multiple approaches. As noted previously, objectives and policies throughout the 2025 Fresno General Plan (in Regional Cooperation, Implementation, Urban Form, Public Facility, Recreational Open Space, and Resource Conservation Elements) are aimed at reducing criteria pollutants and will also collaterally reduce GHG emissions. A new objective is proposed to be added to the Air Quality section of the Resource Conservation Element (following), specifically calling for reduction in GHG emissions, with supporting policies and implementation measures. Utilizing a qualitative analysis approach, projects consistent with, and appropriately implementing, air pollution and GHG reduction policies, and which mitigate any potentially significant project-specific GHG impacts, will be deemed to conform to GHG reduction requirements and to contribute to the City’s overall GHG reduction goals. Periodic broad scale GHG modeling will be used to validate the efficacy of these measures and guide implementation and further rulemaking.

GENERAL PLAN AIR QUALITY AMENDMENTS As noted in the preceding sections, Assembly Bill 170 requires cities and counties to adopt or amend their general plan provisions relating to air quality. There is also a need to address global climate change at the local level, which would involve changes to the 2025 Fresno General Plans. Following are Air Quality Amendments to augment and update the 2025 Fresno General Plan’s Resource Element / Air Quality section, and some amendments to Urban Form (land use) and Public Facilities (transportation) Elements to update and correct policies from other parts of the General Plan which relate to air quality. Proposed additions are underlined, and deletions are depicted in strike-out font. Also included are proposed Appendices I and J that would be incorporated into the 2025 Fresno General Plan to include information on the Institute for Local Government’s California Climate Action Network Best Practices Framework and the California Attorney General’s recommendations for local government policies and practices for addressing climate change impacts. Attachment 1 lists the currently-adopted 2025 Fresno General Plan goals relating to air quality, and the objectives and policies which would achieve and support air quality improvement but are not proposed to be amended at this time. (As originally adopted, the General Plan set forth numerous objectives and policies for land use, transportation, water resource, energy conservation, etc. which fulfill the intent of Assembly Bills 170 and 32.) The Attachment includes relevant excerpts from the 2025 Fresno General Plan Master Environmental Impact Report (MEIR) Mitigation Measure Checklist. It continues with a compendium of adopted Fresno Municipal Code provisions, examples of the city’s checklists for evaluating sustainable development, and administrative - 37 -

policies which the City has promulgated to improve air quality and which would help prevent global climate change. Attachment 2 is a table which compares SJVAPCD recommended Air Quality Guidelines for General Plans (described above on page 14 and referenced in Assembly Bill 170) with the already-adopted City of Fresno 2025 Fresno General Plan goals, objectives, and policies as well as City ordinances and mitigation measures certified for the General Plan’s Master EIR (MEIR). Attachment 3 is a list of current City of Fresno “Operation Clean Air” accomplishments toward cleaner air and reduced global climate change.

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AIR QUALITY UPDATE RESOURCE CONSERVATION ELEMENT Air Quality and Global Climate Change OBJECTIVE G-1A In cooperation with other jurisdictions and agencies in the San Joaquin Valley Air Basin, take necessary actions to achieve and maintain compliance with state and federal air quality standards for criteria pollutants. Policy G-1A-a

Support and encourage regional, state and federal programs and actions for the improvement of air quality.

Policy G-1A-b

As affirmed by Resolution of the City Council on April 9, 2002, implement the list of Reasonably Available Control Measures (RACM) submitted by the San Joaquin Valley Air Pollution Control District (SJVAPCD) to the Environmental Protection Agency as part of the Ozone Attainment Plan designed to reduce ozone forming emissions from operations and/or services the city controls.

Policy G-1A-c

Preserve reasonable compatibility between Federal/State Air Quality Attainment and Maintenance Plans and the Fresno General Plan and its resulting urban development through the following implementation measures: (1)

Develop and incorporate air quality maintenance considerations in the preparation and review of land use plans and development proposals.

(2)

Maintain internal consistency within the general plan between policies and programs for air quality resource conservation and the policies and programs of other general plan elements.

(3)

Utilize appropriate computer models (software recommended by San Joaquin Valley Air Pollution Control District or other air quality agencies) to evaluate air quality impacts of projects that require environmental review by the City of Fresno.

(4)

Information regarding land use plans, development projects, and amendments to development regulations will continue to be routed to the San Joaquin Valley Air Pollution Control District for that - 39 -

agency' s review and comment on potential air quality impacts. Policy G-1A-d

Continue to implement broad scale general plan strategies to decrease the generation of air pollution through the reduction of vehicle miles traveled, excessive vehicle traffic congestion and excessive engine idling by implementation of public transportation and other alternatives to private automobile travel.

Policy G-1A-e

Maintain the following general plan land use policies and supportive city regulations to implement air quality improvement through the planning process: (1)

multi-use activity center and high-intensity transportation corridor concepts that locate the most intensive commercial and employment activities so that they are proximal to higher density residential areas or are readily accessible from main transportation routes.

(2)

contiguous urban expansion through implementation of the city' s Urban Growth Management program and by agreements with the county that control or preclude urban development outside incorporated boundaries.

(3)

infill and appropriately intensified development within the center city and other appropriate locations near transportation routes to reduce peripheral urban development. This is encouraged through plans and policies that endorse more intensive land uses and use of incentives such as those available in redevelopment areas and the Fresno Enterprise Zone, Community Development Block Grant (CDBG) funding for public improvements, and development fee or public improvement cost reductions funded by appropriate council approved programs and mechanisms. As part of the evaluation process for projects incorporating higher development intensities, infrastructure needs for water, sewer, and drainage services shall be considered.

(4)

mixed land use development guidelines that provide more pedestrian-oriented neighborhoods by siting

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commercial, light industrial, institutional (school, church) and office uses within residential areas. The city' s Local Planning and Procedures Ordinance allows for special permits and master-planned developments which integrate compatible mixed uses, however, a comprehensive revision of the Zoning Ordinance is appropriate to facilitate more innovative development concepts. (5)

residential density transfer provides for the reallocation of dwelling units within specified areas where transportation and other infrastructure can support increased densities while achieving implementation of the over-all planned density level of the applicable general, community or specific plan land use designations. As part of the evaluation process for projects incorporating higher densities, infrastructure needs for water, sewer, and drainage services shall be considered.

(6)

subdivision and other residential development designs which facilitate pedestrian access to bus stops and other transportation routes.

(7)

maintain and improve transit-related requirements for development, including on-site bus parking and loading lanes with passenger and driver facilities at major shopping centers and other high-traffic locations.

(8)

expand programs to reduce vehicle miles traveled, stop-and-go traffic, and traffic congestion and in order to improve traffic flow. Particular effort should be placed on further improvement of traffic signalization to reduce stop-and-go traffic, which causes excess vehicle emissions from excessive idling. This program requires various strategies and equipment, including optimized signal timing, interconnected signals, traffic-actuated signals, computer based controls, channelized intersections, and additional turn lanes. Signalization changes should be done in consultation with Caltrans when effects will occur within the operational limits of a state highway ramp or when it will significantly change traffic volumes in and near ramp termini.

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(9)

continue to work with federal, state, and regional agencies and stakeholders to expand opportunities for multi-modal transportation. The City shall continue to seek funding for projects which complete transportation networks, utilize multiple modes of transportation, and provide, enhance, or sustain amenities for non-motorized transportation such as tree shading for trails and bikeways (examples of available funding include, but would not be limited to, Measure C funds for Transit-Oriented Development; Caltrans grants for “walkable, livable and sustainable communities”) , and shall utilize incentives found to be appropriate. As part of this overall strategy, the City shall continue to support high-speed rail and shall guide siting of a downtown Fresno high-speed rail station to be integrated into the multi-modal transportation network.

(10)

complete the city' s network of alternative bicycle and pedestrian transportation routes, and allow for implementation of new forms of non-motorized transportation such as “neighborhood electric vehicles, “ via the Master Trail system' s pedestrian and bikeway components, bicycle lanes on streets, and ancillary safety and convenience facilities (such as neighborhood electric vehicle lanes, where appropriate) to encourage use of these alternative modes of transport.

(11)

provide for installation and maintenance of additional landscaping which helps maintain and improve air quality, by continuing to increase the extent of landscaped areas in the city using street trees, parking lot shading, median islands, and landscape buffers.

Policy G-1A-f

Maintain the city' s construction standards that require cleaner burning prohibit coal-fired heaters and installation of new wood-burning heaters and fireplaces.

Policy G-1A-g

Support and encourage employer implementation of staggered work hours and employee incentives to use carpools, public transit and other measures to reduce vehicular use and traffic congestion.

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Policy G-1A-h

Support efforts to enforce vehicle registration requirements and compliance with vehicle emission standards.

Policy G-1A-i

Encourage development proponents to offset or mitigate project air pollution emissions by buying and removing older, higher-polluting vehicles from service.

Policy G-1A-j

Control and reduce air pollution emissions from city operations and facilities. The city Department of Administrative Services Fleet and General Services Divisions will undertake the following implementation measures:

Policy G-1A-k

(1)

continue to explore the potential for using expand the use of alternative fueled vehicles in city fleets.

(2)

preventive maintenance schedules that will ensure efficient engine operation.

(3)

air conditioning recycling and charging stations at vehicle maintenance facilities, to reduce Freon gases being released into the atmosphere. Electrostatic filtering systems in city maintenance shops, when feasible or when required by health regulations.

(4)

satellite corporation yards for decentralized storage and vehicle maintenance, if cost-effective and demonstrated to reduce vehicle miles traveled.

(5)

conversion of city-owned emergency backup generators to natural gas fuels whenever this would be safe, cost-effective, feasible, and dependable.

Continue efforts to improve Fresno Area Express (bus transit) technical performance, emission levels, and system operations, through such implementation measures as: (1)

selecting and maintaining bus engines, transmissions, fuels, and air conditioning equipment for efficiency and low air pollution emissions.

(2)

siting new transit centers and other multi-modal transportation transfer facilities to maximize utilization of mass transit.

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Policy G-1A-l

(3)

continue efforts to improve on-time performance, increase frequency of service, extend hours of operation, add express bus service, and align routes to capture as much new ridership as possible.

(4)

initiating a program to allow employers and institutions (e.g., educational facilities) to purchase blocks of bus passes at a reduced rate to facilitate their incentive programs for reducing singlepassenger vehicle use.

Airport operations shall be reviewed for continue to opportunities to improve and maintain air quality, using Such implementation measures such as the following shall be explored: (1)

where possible, mowing or spraying using herbicide on weeds in unpaved airfield areas (rather than disking them) to reduce dust.

(2)

limiting the use of Fresno Air Terminal' s aircraft burn safety drill pit to training for on-airport safety agencies [NOTE: This policy is appropriate to delete because use of the drill pit has been entirely discontinued.] (2)

encouraging aircraft operators to use flight training simulators as a substitute for training flights in actual aircraft, whenever possible.

(3)

increasing the city' s role in monitoring airport tenant compliance with regulations for vapor recovery systems and other fueling/defueling operations.

(4)

upgrading the self-pay, automated parking lot exit lane to reduce dwell time, automobiles idling in line, and to increase the rate of vehicle passage through the lane.

(5)

establishing a procedure to open additional exit booths when the number of vehicles waiting to exit airport parking lots exceeds a specified amount of stacking

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Policy G-1A-m

(6)

routine maintenance and wet sweeping of airport service roads, taxiways, and runways to remove dirt and tire wear debris.

(7)

relocating and designing the airport consolidated rental car facility (RAC) within walking distance in close proximity to the terminal in order to avoid passenger shuttling between terminal and RAC and to reduce car jockeying traffic conflicts and queuing.

(8)

using airport land area property for solar generating installations to produce electricity.

(9)

encouraging airline use of connecting electrical ground power units, passenger loading bridges and pre-conditioned air units to supply electrical power and cooling for parked aircraft, in order to avoid using jet engines fossil-fueled aircraft auxiliary power units and ground power units to supply onboard power.

(10)

encouraging use of “pushback tugs” for moving aircraft on the apron away from the terminal in order to avoid using jet aircraft engines to move aircraft on the ground.

(11)

providing one or more electrical charging stations to allow conversion of airlines‘ equipment (tugs, baggage carts and maintenance vehicles) to noncombustion engines.

The Public Works Department shall continue to play a pivotal role in air quality improvement through such implementation measures as: (1)

continued implementation of bikeway, bike path, and pedestrian trail plans.

(2)

continued pursuit of grade separations where railroads intersect with city streets.

(3)

continued pursuit of adequate funding for computercontrolled, synchronized traffic signal systems.

(4)

reduction and prevention of entrained dust by routine wet street sweeping, hardscaping of

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curb/gutter and road shoulder areas, and elimination of unpaved parking lots. (5)

Revising standards and bid specification materials to ensure compliance with Indirect Source Review, Fugitive Dust, and other air quality rules and regulations

Policy G-1A-n

The Department of Public Utilities shall continue to pursue opportunities to reduce air pollution by using methane gas from the old city landfill, and continuing to use methane from the city' s wastewater treatment process to fuel cogeneration or for other projects to achieve reductions in criteria air pollutants and to prevent global climate change.

Policy G-1A-o

Whenever feasible, the Fresno Fire Department shall continue to reduce air pollution through such implementation measures as:: (1)

investigating fire truck company (station) relocations to best serve high-density and multi-story development.

(2)

ensuring continued extensions and improvements in the municipal water supply infrastructure to ensure water mains can deliver 3,500 gallons per minute fire flow for high-density activity centers, necessitated by new Building Code allowances for very large wood-framed multi-family buildings up to 70 feet in height.

(3)

working with City and County Public Works Departments to achieve full capacity for emergency response vehicles to control traffic signalization and thereby facilitate safe and timely response

(4)

studying the need for satellite down-sized fire stations with specialized small apparatus for rapid response and intervention in high-density activity centers, with the corollary benefit of establishing a Fire Department presence and neighborhood relationships analogous to police substations.

(5)

studying the need for satellite emergency apparatus travel lanes in bus rapid transit corridors and activity

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center arterial streets to facilitate response in areas with high-density development . Policy G-1A-o p Whenever feasible, the Police Department shall continue to reduce air pollution through such implementation measures as: (1)

placement and use of police dressing stations within or near field personnel work areas.

(2)

use of existing community facilities as walk-in crime prevention centers.

(3)

expansion of public services at dressing stations and/or community walk-in facilities--for example, making it possible to file police reports or obtain copies of police reports at these satellite sites.

(4)

handling certain types of calls for police service and records requests by telephone.

(5)

police vehicle fleet management program increase efficiency in the use of vehicles.

(6)

bicycling and walking police beats in some areas.

to

Policy G-1A-p q Evaluate and pursue long-range transportation measures that are determined to be effective in reducing air pollution, including the following implementation measures: (1)

development of bus rapid transit, express bus, limited stop bus and high frequency bus routes on principal transit corridors, transit corridors, and transit routes as determined feasible by appropriate transportation infrastructure studies and light rail service in railroad rights-of-way that are proposed for abandonment in the city.

(2)

feasibility studies and programs aimed at providing light rail service in freeway medians, along planned intensity corridors, and in railroad rights-of-way that are proposed for abandonment in the city.

(3)

determine feasibility and pursue implementation of a mass-transit corridor utilizing a fixed or automatic guideway system or other suitable state-of-the-art

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people-mover technology to support the planned high residential densities and intensive uses in the city' s Mid-Rise/HighRise Corridor along Freeway 41, extending from Freeway 99 northerly to Audubon Drive.

Policy G-1A-r

(4)

addition of high occupancy vehicle (HOV) travel lanes on freeways serving the Fresno-ClovisMadera urban area.

(5)

identify and pursue measures that enhance the city' s ability to obtain or use land for on-site bus turning and parking areas and construct attendant employee and passenger facilities.

Whenever feasible, the Parks, After-School, Recreation, and Community Services Department shall continue to reduce air pollution through such implementation measures as: (1)

evaluation of equipment and practices used for City maintenance of parks and landscaped areas, to find alternatives which generate fewer air pollutants (e.g., consider discontinuing the Department’s use of “leaf blowers,” due to their dust generation).

(2)

considering amendments to bid specifications for contractor-performed landscape maintenance, to address the above need to reduce pollutants.

Policy G-1A-q s In cooperation with the San Joaquin Valley Air Pollution Control District, examine potential sources of revenue to pay for air quality improvement measures. With a Participate in nexus studies to demonstrate the need for and benefit of this type of program, revenue collected to combat air pollution, when such revenue could be used for implementing the following prioritized air quality-oriented programs: (1)

computerization/synchronization of the city' s traffic signals.

(2)

mass transit improvements and operating subsidy.

(3)

development of alternative modes of transportation such as bike lanes/paths and trails.

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(4)

remedial improvement of existing congested intersections and underdeveloped planned city streets.

(5)

the planting of more trees and other landscaping in the city.

(6)

development of renewable energy projects and programs such as liquefaction to convert methane gas from liquid and solid waste to LNG, residential and commercial solar energy installations, and cogeneration and power exchanges in new development and redevelopment.

OBJECTIVE G-1B In cooperation with other jurisdictions and agencies in the San Joaquin Valley Air Basin, take timely and necessary actions to achieve and maintain reductions in greenhouse gas emissions in order to limit and prevent potential humancaused global climate change and the related potential detrimental affects upon public health and welfare of present and future residents of the community. Policy G-1B-a

Establish and uphold planning criteria and environmental analysis protocols that evaluate potential greenhouse gas (GHG) emissions from public and private projects and provide useful reduction and mitigation strategies through implementation measures including the following: (1)

When reviewing private and public projects, City departments shall incorporate global climate change analysis and mitigation measures as prescribed by the updated Public Resources Code Sections and CEQA Guidelines promulgated under provisions of Senate Bill 97 (2007), and shall utilize thresholds of significance or applicable alternative analysis strategies (such as qualitative application of performance standards), adopted by the San Joaquin Valley Unified Air Pollution Control District, the California Office of Planning and Research, and the California Environmental Protection Agency. After the Office of Planning and Research adopts revisions to the California Environmental Quality Act Guidelines and processes to assess global climate change, the City shall consider amendments to

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Fresno Municipal Code Chapter 12, Article 5, the Environmental Quality Ordinance of the City of Fresno. (2)

After protocols and parameters for GHG analysis, inventorying and benchmarking are ratified by the State of California and San Joaquin Valley Unified Air Pollution Control District, the City shall participate in greenhouse gas emission inventory and “benchmarking” efforts to evaluate the current status of emissions for the incorporated city and for city facilities, and shall use this information to set appropriate targets for the City[s proportionate responsibility to achieve GHG reductions in order to achieve compliance with AB 32 mandates to roll back GHG emissions to 1990 levels. Re-evaluation of the City’s GHG emissions will be done at fiveyear intervals (or more frequently as may be mandated by the State of California) to determine the efficacy of adopted measures and to guide future policy formulation needed to achieve GHG reduction goals.

(3)

In conjunction with selling any criterion air pollutant or “carbon” emission credits generated through City activities and programs, the City shall develop policy for “banking” the emission “credits” generated through City facilities, programs, and policies, and for “trading” or otherwise assigning these “credits” or funds derived from “trading” credits to projects and programs/activities within the City to optimize local and regional (San Joaquin Valley Air Basin) benefit from City air pollutant and GHG emission reduction efforts and expenditures.

(5)

In conjunction with accepting publicly traded criteria pollution and “carbon” emission credits as mitigation measures for development projects for which the City acts as Lead Agency , the City shall develop policy and criteria for acceptability of “credits” used as mitigation measures, with a goal of optimizing local and regional (San Joaquin Valley Air Basin) benefit from such mitigation programs.

(6)

On an ongoing basis, as information becomes available and regulations are adopted by the City

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and by state and regional agencies, the City shall partner with air pollution control agencies to advise project applicants of greenhouse gas and air pollutant emission significance thresholds, mitigation requirements, and control regulations promulgated by federal, state, regional, and local agencies.

Policy G-1B-b

(7)

The City shall consult and cooperate with Fresno Metropolitan Flood Control District and the Central Valley Flood Protection Board to address any necessary changes in drainage and flood protection and storm drainage requirements that may ensue from statistically validated trend increases in the amount and intensity of storms.

(8)

On an ongoing basis, the City shall utilize its code enforcement police power to ensure ongoing compliance with requirements for air quality and sustainability measures incorporated into projects’ design, conditions of approval, and mitigation measures.

Increase efforts to incorporate GHG emission reductions in land use decisions, facility design, and operational measures subject to City regulation through implementation measures such as the following: (1)

After GHG inventorying, benchmarking, and goalsetting are established for the City according to Policy No. G-1B-a(2) above, the City shall consider opportunities to expand incentive-based programs that involve certification of projects for energy and water efficiency and sustainability. These certification programs and scoring systems may include public agency “Green” and sustainable criteria (such as the Sustainable Building Policies as established by the City Council on February 1, 2005, which may be expanded by the City Council), Energy Star™ certification, Leadership in Energy Efficient Design (LEED™) certification, etc.

(2)

After GHG inventorying, benchmarking, and goalsetting are established for the City according to Policy No. G-1B-a(2) above, the City shall consider adoption of measures that would require appropriate energy and water conservation standards; would

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further facilitate mixed use projects; would increase incentives for infill development; and would increase the incorporation of mass transit, bicycle and pedestrian amenities into public and private projects. (3)

After GHG inventorying, benchmarking, and goalsetting are established for the City according to Policy No. G-1B-a(2) above, the City shall consider an ordinance requiring energy audits and upgrades for water conservation, energy efficiency, and mass transit, pedestrian and bicycle amenities at the time of renovation, change in use, change in occupancy, and change in ownership.

(4)

The City shall utilize guidance from the Institute for Local Government (refer to General Plan Appendix I), California Attorney General’s Office (refer to General Plan Appendix J), California Air Pollution Control Officers Association (refer to the 2008 CEQA and Climate Change publication and its updates), and other sources of technical guidance in determining appropriate and feasible mitigation measures which may be incorporated into land use plans, development projects and City operations to achieve GHG emission reductions.

(5)

As information becomes available and regulations and policies are adopted by the City and by state and regional agencies, the City shall provide residents and project applicants with a “toolkit” of understandable feasible measures that can be used to reduce greenhouse gases and criteria pollutants, including educational materials on energy-efficient and “climate-friendly” products.

(6)

In order to prevent possible increases in vectorborne illnesses that may be associated with global climate change, the City shall incorporate its “Guidelines for Ponding Basin / Pond Construction and Management to Control Mosquito Breeding” as conditions of approval on any project which utilizes an on-site stormwater basin.

(7)

Beginning with FY 10-11 budget activities that will commence in late 2009, the annual City budget

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process shall require that a review of the current version of the Institute for Local Government California Climate Action Network Best Practices Framework for ways to incorporate and implement greenhouse gas reduction measures through retrofit, rehabilitation, and new programs and projects.

Policy G-1B-c

(8)

On an ongoing basis, the City shall continue to evaluate its facility maintenance practices for opportunities to reduce GHGs, looking at facility cleaning and painting, parks maintenance, road maintenance, and utility system maintenance.

(9)

As additional technical information becomes available, the City shall re-evaluate standards, design, and mitigation strategies for highly vehicledependent land uses and facilities such as, but not limited to, drive-through windows

(10)

As additional technical information becomes available, the City shall consider strengthening its standards for purchasing low-polluting and climatefriendly goods and services, requiring that emission reductions be achieved by vendors and contractors through City contracts and/or giving preference to those who demonstrate implementation of GHG and criteria air pollution emission reductions in their facilities and operations.

Prioritize energy and water conservation through the following implementation measures, while maintaining public health and safety standards, utilizing the most current versions of the City’s Urban Water Management Plan and Metropolitan Water Resources Management Plan as source documents for data and for prioritizing actions: (1)

Within a reasonable period of time from adoption of General Plan Resource Element / Air Quality Objective G-1B, the City shall initiate a process to revise land use policies, ordinances, development standards and landscape/shading standards to incorporate appropriate water conservation, water recycling, and recharge measures into private and public project analysis and design (e.g., requiring installation of dual color-identified plumbing that

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would accommodate future use of recycled water for landscaping).

Policy G-1B-d

(2)

The City shall consider water conservation needs when revising its utility billing structure (consistent with all state and local rate setting laws).

(3)

Within a reasonable period of time from adoption of General Plan Resource Element / Air Quality Objective G-1B, the City shall consider adoption of ordinances and policies that would require water efficiency audits and conservation upgrades at the time of renovation, change in use, change in occupancy, and change in ownership.

(4)

Where feasible, sanitary and energy-efficient, the City shall incorporate as determined appropriate the use of recycled water for facilities such as parks, onsite open space areas, landscape strips and medians, and for operations such as construction dust suppression and wet street sweeping. As part of this effort, the City shall investigate the use of new development standards which may include, but may not be limited to, making properties ready for use of recycled water prior to availability of recycled water for that location (e.g., at time of construction, requiring pre-installation of color-coded recycled water pipelines in addition to pipelines conveying potable water).

(5)

In conjunction with other area water agencies, the City shall continue and expand its consultation and public information to residents and project applicants on water conservation and water-efficient landscaping.

(6)

In order to avoid unnecessary use of water for fire suppression, consider appropriate expansions of the City’s requirements for fire sprinkler system installations

Maintain current levels of achievement for recycling and reuse of all types of waste material in the City, and further enhance waste and wastewater management practices to further achieve reductions in greenhouse gas emissions through implementation measures such as the following:

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(1)

The City shall continue to require provisions for recyclable material collection and storage areas to be incorporated into all residential development designs, and within one year from adoption of General Plan Resource Element / Air Quality Objective G-1B shall consider expanding this requirement to all industrial facilities, sizing the recycling area for industrial development according to the anticipated types and amounts of recyclable material generated.

(2)

Within a reasonable period of time from adoption of General Plan Resource Element / Air Quality Objective G-1B, the City shall consider establishing incentives and a utility rate structure, as consistent with state law, to foster increased participation in residential recycling and green waste diversion.

(3)

Within a reasonable period of time from adoption of General Plan Resource Element / Air Quality Objective G-1B, the City shall consider instituting a program to evaluate major waste generators and to recommend recycling opportunities for their facilities and operations.

(4)

The City shall continue to partner with the California Integrated Waste Management Board to participate in waste diversion and recycling programs such as the tire collection and recycling program, community recycling education, and the CalMax (California Materials Exchange) program.

(5)

Within a reasonable period of time from adoption of General Plan Resource Element / Air Quality Objective G-1B, the City shall consider instituting a restaurant and institutional food waste segregation and recycling program, to reduce the amount of organic material sent to landfill.

(6)

After GHG inventorying, benchmarking, and goalsetting are established, the City shall consider “carbon footprinting” for its wastewater treatment facilities, biomass and composting operations, solid waste collection and recycling programs; and shall design measures to further reduce GHG emissions in the operation of these facilities and programs.

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Policy G-1B-e

Make transportation facilities and services more efficient and more oriented toward achievement of GHG reduction through implementation measures such as the following: (1)

(2)

Policy G-1B-f

In consultation with other area jurisdictions, the City shall consider developing a strategic park & ride plan utilizing lots and parking garages located near highly-traveled roadways and mass transit facilities. In order to ensure success of this plan, public opinion surveys shall be used to determine what locations, features, and operational factors would best ensure use of the park & ride facilities. Siting and operational costs for park & ride facilities may include, but would not be limited to, grants, subsidies, development impact fee programs, parking charges on public and private parking lots, and mitigation programs. The City shall continue to pursue potential additional sources of revenue for operating and expanding its mass transit bus service to increase frequency of service, routes, and areas served, and to improve on-time performance. These additional sources of revenue may include, but would not be limited to, citywide parking charges on public and private parking lots, mitigation programs, etc.

(3)

The City shall explore adoption of an ordinance (as may be appropriate under state law) to establish transit bus precedence over other vehicles that requires other vehicles to yield when buses attempt to re-enter traffic at bus stops, so that transit on-time performance is enhanced.

(4)

Within a reasonable period of time from adoption of General Plan Resource Element / Air Quality Objective G-1B, the City shall consider ordinance amendments that would require public and private facilities offer preferred parking spaces and/or preferred parking rates for low-emission vehicles, vans and carpool vehicles,

The City shall continue to enhance landscaping, consistent with energy and water conservation principles. (1)

As additional technical information becomes available, the City shall evaluate and apply, as

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appropriate, augmented xeriscape, “water-wise,” and “green gardening” practices to be implemented in public and private landscaping design and maintenance. (2)

Within a reasonable period of time from adoption of General Plan Resource Element / Air Quality Objective G-1B, The City shall consider and establish, as determined appropriate, consistent policies for acquiring open space easements and fee title open space, and shall subsequently revise existing policies and ordinances, proposing changes as needed (and as consistent with state law) to adequately address future maintenance for open space projects and for projects which incorporate public open space.

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2025 FRESNO GENERAL PLAN APPENDIX I

CALIFORNIA CLIMATE ACTION NETWORK BEST PRACTICES FRAMEWORK VERSION 5.0 – MAY 9, 2008 THE FRAMEWORK SUPPORTS YOUR EFFORTS NOW

Climate Leadership Opportunity Areas

This Best Practices Framework offers suggestions for local action in ten Climate Leadership Opportunity Areas (see right), both in agency operations and the community at large. An agency can use specific best practice suggestions for stand-alone programs or as part of a broad-based climate action plan to reduce greenhouse gas emissions. The suggestions are designed to reflect the variation among cities and counties and offer a variety of options ranging from simple steps to more complex undertakings.

1. 2. 3. 4. 5.

Energy Efficiency and Conservation Water and Wastewater Systems Green Building Waste Reduction and Recycling Climate-Friendly Purchasing

6.

Renewable Energy and Low-Carbon Fuels 7. Efficient Transportation 8. Land Use and Community Design 9. Storing and Offsetting Carbon Emissions 10. Promoting Community and Individual Action

YOU CAN START NOW We encourage you to review the Framework and get started on those actions that make sense for your agency. Many ideas in the Framework can be implemented immediately, even if you don’t have a climate action plan. For example, you can audit agency buildings and operations to find ways to save energy and money, such as by replacing lights, inefficient HVAC systems or water pumps. Buying climate-friendly products are another option. Check the Framework for ideas you haven’t thought of – if it fits your agency or community, you can start today.

DEVELOP A BROAD-BASED CLIMATE ACTION PLAN Strategies for reducing greenhouse gases often overlap more than one program area. For example, many practices that improve energy efficiency also can apply to green building and water conservation. Strategies to promote efficient transportation are related to land use and community design. You can use the Framework to help identify these overlaps and start developing a broad-based climate action plan for your community.

SEND US YOUR FEEDBACK The Best Practices Framework is an evolving resource document. Over time, we will include new actions that reflect innovation at the local level. If your city or county has additional suggestions for best practices to share, please send them to us, along with any background information available. Email: [email protected] If you would like to receive information about climate change resources and updates from CCAN, please visit www.ca-ilg.org/climatelistserve to be added to the CCAN listserve. The California Climate Action Network provides information, tools and resources in support of local governments’ efforts to reduce greenhouse gas emissions in their communities. The California Climate Action Network is a program of the Institute for Local Government, the non-profit research and education affiliate of the League of California Cities and the California State Association of Counties. Visit the California Climate Action Network Web site at www.ca-ilg.org/climatechange.

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INSTITUTE FOR LOCAL GOVERNMENT CALIFORNIA CLIMATE ACTION NETWORK BEST PRACTICES FRAMEWORK - VERSION 5.0

Energy Efficiency and Conservation GOAL Energy conservation and efficiency in agency buildings and equipment. See also Green Building section for additional energy options.

BEST PRACTICE Audit/evaluation • Audit major agency buildings and facilities to quantify energy use and identify opportunities for energy savings through efficiency and conservation measures. • Conduct retro-commissioning studies of major agency building HVAC and lighting systems. • Benchmark energy use of major agency buildings. Building retrofitting and retro-commissioning • Develop an implementation schedule to implement no cost/low cost opportunities. • Develop implementation plan for capital intensive energy retrofits. • Develop implementation plan to achieve facility Energy Star rating of 6075 or greater, where feasible. • Implement retro-commissioning improvements as recommended in studies. Operations/protocols • Establish energy efficiency protocols for building custodial and cleaning services. • Establish facility energy efficiency policy for employees that provides guidelines, instructions and requirements for efficient use of the facility such as by turning lights and computers off, thermostat use, etc. • Implement off-peak scheduling of pumps, motors and other energy intensive machinery where feasible. • Incorporate energy management software or other methods to monitor energy use in agency buildings. Standards/commissioning • Develop commissioning and retro-commissioning standards for new and renovated buildings. • Develop and implement shading requirements for agency and community parking lots, buildings and other facilities to reduce the urban heat island effect. • Develop and implement a continuous commissioning plan. • Integrate energy efficiency, conservation, solar and other renewable energy technologies into new agency facilities. Work with energy provider • Work with energy provider to access utility’s technical assistance and financial incentives.

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INSTITUTE FOR LOCAL GOVERNMENT CALIFORNIA CLIMATE ACTION NETWORK BEST PRACTICES FRAMEWORK - VERSION 5.0

Energy Efficiency and Conservation GOAL

BEST PRACTICE

Reduce energy use for traffic signal and street lighting system.

• Replace incandescent traffic and crosswalk lights with energy-efficient light-emitting diodes (LEDs). • Replace incandescent and mercury vapor street and parking lot lights with energy efficient alternatives.

Outreach to business and residents to promote energy efficiency in the community.

• Encourage community businesses to conduct energy audits. • Work with energy provider to encourage commercial sector to install energy efficient exterior lighting that is appropriate for the location and use, considering security versus decorative lighting. • Require energy audits and/or retrofits, such as at time of sale of commercial and residential properties. • Work with energy provider to promote use of financial incentives to assist residential and commercial customers improve energy efficiency. • Promote and reward energy efficiency efforts of local retail businesses. • Collaborate with local retail businesses to encourage residents to purchase energy efficient products.

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INSTITUTE FOR LOCAL GOVERNMENT CALIFORNIA CLIMATE ACTION NETWORK BEST PRACTICES FRAMEWORK - VERSION 5.0

Water and Wastewater Systems GOAL Reduce energy use in water, irrigation and waste water systems (either operated by agency or by another agency or private company). See also Green Buildings section for additional options.

BEST PRACTICE • Audit agency’s water and waste-water pumps and motors to identify most and least efficient equipment. • Develop and implement a motor/pump efficiency cycling schedule to use most efficient water or waste-water motors/pumps first and least efficient ones last. • Replace least efficient water/wastewater motors and pumps with more efficient units. • Work with agency or company that provides water and waste water service to implement an audit, cycling and equipment replacement program for water and waste water pumps and motors. • Implement methane capture for energy production at wastewater treatment plants. • Use recycled water for agency facilities and operations, including parks and medians, where appropriate.

Reduce water use in agency operations and in the community. See also Green Building section for additional options.

• Retrofit existing agency buildings and facilities to meet standards for the LEED Standards Rating Systems for Existing Buildings (EB) or Commercial Interiors (CI). • Require dual plumbing for use of recycled water for new commercial and/or residential developments. Agency operations • Assess, maintain and repair existing plumbing fixtures, pipes, and irrigation systems in all agency buildings and facilities to minimize water use, including building and parking lot landscaping, public rest rooms and parks, golf courses and other recreational facilities. • Upgrade and retrofit agency plumbing and irrigation systems with stateof-the-art water conserving technology. • Implement all feasible water efficiency strategies included in the Ahwahnee Water Principles for Resource Efficient Land Use in all agency parks, landscaping and in new developments. Community at large • Adopt water efficiency principles similar to the Ahwahnee Water Principles for Resource Efficient Land Use for new and existing residential and commercial developments. • Implement water conservation and reclamation programs to reduce energy use associated with water delivery. • Require water efficiency audits at point of sale for commercial and residential properties. • Adopt retrofit program to encourage or require installation of water conservation measures in existing businesses and homes. • Partner with water provider to adopt water conservation measures.

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INSTITUTE FOR LOCAL GOVERNMENT CALIFORNIA CLIMATE ACTION NETWORK BEST PRACTICES FRAMEWORK - VERSION 5.0

Green Building GOAL Establish minimum levels of energy efficiency and green building standards for agency buildings and facilities. See also Energy Efficiency and Conservation section for more options. Establish and implement minimum levels of energy efficiency and green building standards for commercial and residential buildings. See also Energy Efficiency and Conservation section for more options.

BEST PRACTICE • Require that agency buildings have a performance equivalent to an Energy Star rating of at least 60-75 (as described in the LEED-E3 reference guide), where feasible. • Require all new agency buildings and facilities to meet at least LEED Silver certification standards. • Require renovated agency buildings and facilities and those using agency funds or other financial support to meet at least LEED Silver certification standards. • Require new residential and commercial construction to exceed Title 24 energy efficiency standards to extent permitted by law. • Provide technical assistance, financial assistance, and other significant incentives to private development projects that meet or exceed LEED Silver certification standards for commercial buildings. • Adopt and implement a local green building ordinance or program setting minimum standards of LEED Silver certification for new commercial, industrial and high-rise residential building projects. • Adopt and implement a local green building ordinance or program to require new low-rise residential construction to meet minimum green building standards, such as Build It Green, California Green Builder, LEED, or a similar program. • Provide technical assistance, financial assistance, and other significant incentives to private development projects that meet or exceed specified standards under green building programs such as Build It Green, California Green Builder, LEED, or a similar program. • Work with commercial developers to incorporate materials and furnishings made from recycled content.

Implement sustainable landscaping. See also Water and Wastewater section for more options.

MAY 9, 2008

• Develop and implement sustainable landscaping standards for public agency facilities to reduce water consumption. • Develop and implement sustainable landscaping standards for new commercial construction and renovation to reduce water consumption. • Develop and implement sustainable landscaping standards for new residential construction and renovation to reduce water consumption.

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INSTITUTE FOR LOCAL GOVERNMENT CALIFORNIA CLIMATE ACTION NETWORK BEST PRACTICES FRAMEWORK - VERSION 5.0

Waste Reduction and Recycling GOAL

BEST PRACTICE

Enhance existing waste reduction and recycling activities at agency buildings and in the community.

• Institute a comprehensive waste reduction and recycling program in agency offices and facilities. • Institute a partnership with other public agency offices located within the jurisdiction for waste reduction and recycling at those facilities. • Adopt a partnership with local schools for waste reduction and recycling. • Increase opportunities for e-waste and hazardous waste recycling by residents and businesses. • Educate the community about “buy recycled” opportunities. • Evaluate current community recycling infrastructure relative to future population growth and waste generation. • Include provisions and incentives for new recycling infrastructure and facilities to accommodate growth, in land use planning and zoning.

Implement source reduction, recycling and resource recovery programs for waste organic material. Produce compost, mulch, energy and fuels from organic waste stream.

• Audit agency facilities to identify opportunities to increase material recovery and beneficial use of organic material. • Establish an organic material recovery program for green waste from agency parks and facility landscaping. • Establish a program to use the maximum amount as possible of organic waste generated within the jurisdiction to produce compost and/or biofuel, including use on agency parks and landscaping. • Establish incentives for residents to participate in green waste recycling programs. • Adopt a restaurant food waste collection program or ordinance. • Approve siting of composting facility within jurisdiction.

Reduce office and commercial waste and increase recycling.

• Adopt a program or ordinance to encourage or require recycling at multifamily apartments. • Adopt a program or ordinance to encourage or require recycling in the commercial/industrial sectors. • Adopt a program or ordinance to encourage or require waste audits and waste reduction plans for existing and/or new commercial developments. • Audit major waste generators and recommend strategies to reduce waste and increase recycling. • In partnership with the waste hauler(s) serving the commercial sector, institute a comprehensive waste reduction and recycling program with financial and other incentives to promote waste reduction and recycling for commercial/industrial waste generators. • Partner with the California Integrated Waste Management Board to encourage businesses and residents to participate in CalMax (California Materials Exchange) or a similar program.

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INSTITUTE FOR LOCAL GOVERNMENT CALIFORNIA CLIMATE ACTION NETWORK BEST PRACTICES FRAMEWORK - VERSION 5.0

Waste Reduction and Recycling GOAL Source reduction, recycling and resource recovery programs for construction and demolition material.

BEST PRACTICE • Require all agency demolition projects to incorporate de-construction and construction and demolition waste recycling or recovery practices. • Adopt a program or ordinance to reduce, reuse and recycle community construction and demolition waste. • Adopt a “deconstruction” program or ordinance to salvage and reuse materials in all community remodeling projects. • Adopt and implement a policy to require use of rubberized asphalt concrete (RAC) for streets and roads. • Adopt and implement a policy to require use recycled asphalt pavement (RAP) for streets and roads. • Implement a policy to use RAP for commercial and community parking lots, where feasible. • Encourage schools and other public agencies to use RAP for parking lots, where feasible. • Establish a program or ordinance that results in 100 percent in-place recycling of asphalt concrete. • Establish a program or ordinance that results in recycling of 100 percent of all Portland cement and asphalt concrete.

Decrease carbon footprint of jurisdiction’s waste and recycling collection system.

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• Work with solid waste and recycling collection providers to calculate carbon footprint of collection system. • Work with solid waste and recycling collection providers to reduce collection system footprint.

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INSTITUTE FOR LOCAL GOVERNMENT CALIFORNIA CLIMATE ACTION NETWORK BEST PRACTICES FRAMEWORK - VERSION 5.0

Climate-Friendly Purchasing GOAL Commit to purchasing specific products and goods that are climate-friendly. See also Waste Reduction and Recycling and Green Building sections.

BEST PRACTICE • Adopt and implement a procurement policy that establishes standards for climate-friendly products and requires agency purchases to meet such standards as: o New equipment meets Energy Star or comparable energy efficiency standards. o Computer purchases meet the highest feasible EPEAT certification level. o Office paper purchases (copy paper, printer paper, writing pads, stationery, envelopes and business cards) contain a minimum specified percentage of post consumer recycled content. o

o o

o o

Other paper purchases (paper towels, toilet paper, napkins and similar items) contain a minimum percentage of post consumer recycled content. Carpeting and other furnishings contain a minimum percentage of recycled content. Plastic items (refuse and recycling receptacles, decking, parking lot barriers, furniture, etc.) contain recycled content. Oil and oil-related products contain recycled content. Products certified by either GreenSeal or EcoLogo, as long as they cost no more than an agency-determined percentage above the price of noncertified products.

• Create an interdepartmental team to 1) promote policy implementation, 2) track policy adherence, and 3) suggest additional items to be included in the agency’s climate-friendly purchasing program, including such tasks as: o Reviewing and analyzing current (baseline) purchasing by major product categories. o Prioritizing product categories in terms of greenhouse gas emissions implications and improvement potential. o Reviewing policies, procedures, organization/staffing for implementation barriers. o o

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Developing multi-year implementation schedule based on priorities, difficulty, upcoming solicitations. Reporting achievements under the policy to policy makers and the public annually.

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INSTITUTE FOR LOCAL GOVERNMENT CALIFORNIA CLIMATE ACTION NETWORK BEST PRACTICES FRAMEWORK - VERSION 5.0

Climate-Friendly Purchasing GOAL

BEST PRACTICE

Purchase services that are climate-friendly.

• Require service providers to follow climate-friendly practices, or provide a preference in selecting and contracting with service providers to those that follow climate-friendly practices. • Provide incentives for the use of alternative fuel vehicles for agency contracts for services involving vehicles (buses, waste hauling and recycling, construction, etc.). • Ensure that the highest feasible percentage of annual expenditures for contract services is with companies registered with the California Climate Action Registry or its successor.

Give a preference to climatefriendly vendors.

• Provide a price preference to product vendors that follow climate-friendly practices, including use of recycled content materials, Energy Star and EPEAT materials and equipment, as well as alternative fuel vehicles. • Provide a price preference to product vendors that inventory and register their greenhouse gas emissions with the California Climate Action Registry or its successor and that report their verified greenhouse gas emissions within the jurisdiction.

Community education about climate friendly procurement.

• Educate the public about climate friendly procurement opportunities. • Work with the business community to educate them about climate friendly procurement opportunities.

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INSTITUTE FOR LOCAL GOVERNMENT CALIFORNIA CLIMATE ACTION NETWORK BEST PRACTICES FRAMEWORK - VERSION 5.0

Renewable Energy and Low-Carbon Fuels GOAL Promote agency use of fuel efficient and alternative fuel vehicles to reduce reliance on fossil fuels. See also Efficient Transportation section Promote methane recovery programs and projects. See also Waste Reduction and Recycling section.

Promote the use of renewable sources of energy.

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BEST PRACTICE • Convert vehicles owned, leased or operated by the agency to run on alternative fuels or other non-fossil fuel based technology that significantly reduces greenhouse gas emissions. • Install bicycle racks, showers and other amenities at agency facilities to promote bicycle use by agency employees and visitors. • For jurisdictions that own or operate one or more landfills, recover and use the maximum feasible amount of recoverable methane gas from the landfill to produce electricity, fuel co-generation facilities, and/or produce CNG for use in alternative fuel vehicles. • For jurisdictions that do not own or operate landfills, calculate the methane emissions associated with the disposal of waste generated within the community. • For jurisdictions that do not own or operate landfills, enter into partnerships or agreements with waste disposal agencies or companies to ensure that the maximum feasible amount of methane is recovered for waste-to-energy purposes. • Install digesters and other technologies at wastewater treatment facilities to produce methane and other biofuels. • Install photovoltaic systems or other renewable sources of energy on agency facilities OR enter into power purchasing agreements to meet at least 10-25 percent of the electrical energy requirements of facilities owned, leased or operated by the agency. • Adopt policy or program that offers incentives, such as streamlined permitting system or fee waivers, to encourage installation of photovoltaic systems on new or existing residential and commercial buildings.

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INSTITUTE FOR LOCAL GOVERNMENT CALIFORNIA CLIMATE ACTION NETWORK BEST PRACTICES FRAMEWORK - VERSION 5.0

Efficient Transportation GOAL

BEST PRACTICE

Implement transportation planning processes that reduce automobile dependency.

• Update transportation models and surveys to capture data for and accurately reflect all modes of transportation. • Make reductions in vehicle-miles traveled (VMT) a high-priority criteria in evaluation of policy, program and project alternatives. • Implement transportation planning procedures that consider demand management solutions equally with strategies to increase capacity. • Include all significant impacts (costs and benefits) in benefit-cost assessment of alternatives, including non-market or indirect impacts, such as improving mobility options or reducing air pollution and greenhouse gas emissions.

Improve infrastructure and Transportation Systems Management (TSM).

• Implement Intelligent Transportation Systems (ITS) for surveillance and traffic control, such as synchronized signals, transit and emergency signal priority, and other traffic flow management techniques, to improve traffic flow and reduce vehicle idling. • Implement programs to reduce "incident-based" traffic congestion, such as expedited clearing of accidents from major traffic arteries, airport traffic mitigation, etc. • Develop infrastructure improvements such as HOV/HOT lanes and dedicated bus rapid transit right-of-ways.

See also Land Use and Community Design section.

Reduce Idling.

MAY 9, 2008

• Adopt and implement a policy requiring limitations on idling for commercial vehicles, construction vehicles, buses and other similar vehicles, beyond state law, where feasible.

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INSTITUTE FOR LOCAL GOVERNMENT CALIFORNIA CLIMATE ACTION NETWORK BEST PRACTICES FRAMEWORK - VERSION 5.0

Efficient Transportation GOAL Promote alternatives to singleoccupant auto commuting. See also Land Use and Community Design section.

BEST PRACTICE Agency operations • Provide agency employees with incentives to use alternatives to singleoccupant auto commuting, such as parking cash-out, flexible schedules, transit incentives, bicycle facilities, ridesharing services and subsidies, and telecommuting. • Reduce greenhouse gas emissions from municipal fleet operations by purchasing or leasing high MPG, low carbon fuel or hybrid vehicles, or by using an external car sharing program in lieu of city/county fleet. Community • Work with major employers in the community to offer incentives and services to increase the use of alternatives to single-occupant auto commuting (voluntary commute trip reduction programs). • Encourage and facilitate the development of car-sharing and other services that reduce the need to own a personal motor vehicle. • Develop and implement voluntary agreements for commute trip reduction programs for new commercial developments. • Provide parking preferences in public lots, garages and on-street spaces for residents who rideshare or use low-carbon fuel vehicles. • Implement variable (“congestion”) pricing and other pricing mechanisms for parking facilities, to provide incentives and discourage singleoccupant-vehicle and peak travel. • Dedicate revenues from fees and tolls to promote alternative transportation modes.

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INSTITUTE FOR LOCAL GOVERNMENT CALIFORNIA CLIMATE ACTION NETWORK BEST PRACTICES FRAMEWORK - VERSION 5.0

Land Use and Community Design GOAL Create communities and neighborhoods that are attractive, safe and convenient for walkers and bicyclists. See also Efficient Transportation section.

BEST PRACTICE • Assess and report on pedestrian and bicycle conditions in existing communities and neighborhoods. • Develop a community-wide pedestrian and bicycle plan and capital program that maximizes the potential for residents to walk or bicycle within and between neighborhoods. • Require new commercial developments to install bicycle parking facilities and other cyclist amenities at a level commensurate with the number of employees or square footage. • Adopt and implement a community-wide pedestrian and bicycle plan. • Provide bicycle access to transit services on major transit corridors and other routes that may attract bicyclists, such as routes serving schools and colleges. • Install traffic calming devices and other measures to reduce traffic speeds and volumes and increase the safety and feasibility of bicycling and walking. • Implement design standards that require streets and sidewalks to be designed for multi-modal mobility and access, including walking and bicycling, to ensure that new development is designed, sited and oriented to facilitate pedestrian, bicycle and other mobility and access.

Orient new development to capitalize on transit system investments and services. See also Efficient Transportation section.

Adopt policies that promote compact and efficient development in new and existing communities. See also Efficient Transportation and Green Building sections.

MAY 9, 2008

• Provide incentives and remove zoning and other barriers to mixed-use and higher intensity development at transit nodes and along transit corridors (existing and planned). • Require new development at transit nodes and along transit corridors to meet planning and design standards to generate, attract, and facilitate transit ridership as a condition of approval. • Integrate park-and-ride lots with multi-use facilities. • Inventory infill development sites. Plan, zone and provide incentives for new development and renovation of existing uses in identified infill areas. • Adopt and enforce land use ordinances and regulations that reduce greenhouse gas emissions. Examples include prioritizing mixed uses and infill development, and providing more transportation and housing choices. • Require new housing and mixed use developments be built to the LEED for Neighborhood Development (LEED-ND) standard or its equivalent. • Provide expedited application processing for development projects that meet climate change response policies.

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INSTITUTE FOR LOCAL GOVERNMENT CALIFORNIA CLIMATE ACTION NETWORK BEST PRACTICES FRAMEWORK - VERSION 5.0

Land Use and Community Design GOAL Incorporate greenhouse gas emissions considerations into the General Plan and environmental review process. See also Efficient Transportation section.

Establish planning processes that encourage reducing greenhouse gas emissions. See also Efficient Transportation section.

Increase transportation choices. See also Efficient Transportation section.

BEST PRACTICE • Include a greenhouse gas reduction plan in the General Plan, or include within the General Plan a requirement for development and adoption of a greenhouse gas reduction plan. • Analyze impact of greenhouse gas emissions from land use and transportation sectors in the EIR prepared in connection with general plan updates. • Amend local CEQA guidelines to explain how analysis of greenhouse gas emissions will be treated, such as thresholds of significance. [NOTE: the California Air Pollution Control Officers Association has published recommendations at www.capcoa.org.] • Analyze impacts of development projects on safety, availability and use of alternative transportation in CEQA documents. • Develop and adopt a preferred “climate-friendly” land use and transportation scenario for future development to reduce vehicle miles traveled (VMT) through software tools such as the PLACE3S system developed by the California Energy Commission. • Incorporate land use and transportation policies in the General Plan, capital improvement program and other planning and spending documents, codes and ordinances to reflect the preferred “climatefriendly” land use and transportation scenario. • Implement a regional blueprint or other long-range, regional planning process to assess the climate impacts of future growth and develop a preferred regional climate-friendly growth scenario. • Involve emergency responders early and consistently in development of growth plans. • Establish land use policies that support multimodal transportation systems and connection of modes to each other. • Require sidewalks in all new developments. • Plan and permit road networks of neighborhood-scaled streets (generally 2 or 4 lanes) with high levels of connectivity and short blocks. • Zone for concentrated activity centers around transit service. • Coordinate planning and project approval procedures to increase collaboration between land use and transportation planning staff. • Cluster freight facilities near ports, airports and rail terminals. • Coordinate with regional efforts and neighboring jurisdictions to plan for and accommodate alternate modes.

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INSTITUTE FOR LOCAL GOVERNMENT CALIFORNIA CLIMATE ACTION NETWORK BEST PRACTICES FRAMEWORK - VERSION 5.0

Storing and Offsetting Carbon Emissions GOAL Preserve and enhance forests, parks, street trees, open space and other natural systems that act as carbon “sinks.”

BEST PRACTICE • Inventory existing trees on property owned or managed by the agency and implement a management system to preserve and enhance the existing urban forest. • Manage parks, open space, recreational facilities and other natural areas owned or operated by the agency to ensure the long-term health and viability of trees and other vegetation. • Develop and implement a community-wide urban forestry management and reforestation program to significantly increase the carbon storage potential of trees and other vegetation in the community. • Steer new development away from open space and agricultural lands that provide natural carbon storage. • Partner with other agencies and non-profit organizations to protect natural lands in and adjacent to the community through acquisition, conservation easements or other long-term mechanisms.

Promote local sustainable agriculture to reduce carbon emissions associated with food production, processing, and transport.

• Promote the purchase of local and organic produce through farmers markets and other measures. • Enact a local food purchase policy for agency food purchases. • Promote conservation tillage and other agricultural practices to retain carbon fixed in soils.

Offset carbon emissions through carbon credits or allowances.

• Audit agency-sponsored events and activities to determine greenhouse gas emissions associated with the event/activity. • Achieve carbon neutrality at agency-sponsored events and activities through conservation, efficiency, alternative transportation, and the purchase of third-party verified emission reductions to offset carbon emissions. • Achieve carbon neutrality for major agency operations through conservation, efficiency, alternative transportation, and the purchase of third-party verified emission reductions to offset carbon emissions. • Create incentives for community organizations and residents to reduce their carbon use including the purchase of third-party verified emission reductions. • Purchase and retire third-party verified emission reductions to offset community-wide carbon emissions.

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INSTITUTE FOR LOCAL GOVERNMENT CALIFORNIA CLIMATE ACTION NETWORK BEST PRACTICES FRAMEWORK - VERSION 5.0

Promoting Community and Individual Actions GOAL Promote individual actions to reduce greenhouse gas emissions and conserve natural systems that store carbon.

BEST PRACTICE • Survey businesses and residents to understand attitudes and behaviors related to climate change. • Include information on actions that individuals can take to address climate change in local agency mailings, websites, and other communications. • Develop a community climate change education initiative that enlists participation from schools, museums, service groups, business organizations (such as local Chambers of Commerce), neighborhood and homeowner associations, and other community partners. • Identify and allocate resources to implement a community climate change education initiative, and establish an implementation timeline not to exceed five years. • Initiate implementation of the education and action plan. • Provide programs and/or incentives to individuals, groups, and businesses that adopt practices that reduce their carbon footprint.

Promote cooperation among agencies and communities to reduce greenhouse gas emissions and conserve natural systems that store carbon.

• Participate in inter-agency and inter-jurisdictional meetings to share information about climate change and best practices to reduce carbon emissions. • Create an inter-agency local or regional climate action partnership and/or action plan with one or more sister agencies or neighboring jurisdictions. • Initiate the regional action plan. • Participate in the development of a regional blueprint or other long-range planning process to assess the climate impacts of future growth and develop a preferred climate-friendly growth scenario. • Initiate a Community Climate Action Partnership with a Global Sister Agency.

Provide opportunities for public engagement that will support successful implementation of climate change actions.

MAY 9, 2008

• Organize and promote community dialogues that educate residents about climate change and its possible impacts on the community. • Develop informational material for residents about climate change and opportunities for individual action to reduce greenhouse gas emissions. • Use public involvement processes to develop recommendations from residents and businesses about the city or county’s climate change action plan and actions the agency is taking to respond to climate change, such as through green building, energy conservation, efficient transportation, and other actions. • Provide opportunities for interested residents to stay engaged after the initial planning to help monitor and assess ongoing efforts and recommend plan adaptations as needed.

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2025 FRESNO GENERAL PLAN APPENDIX J  

EDMUND G. BROWN JR. Attorney General

State of California

DEPARTMENT OF JUSTICE

The California Environmental Quality Act

Addressing Global Warming Impacts at the Local Agency Level

Under the California Environmental Quality Act (CEQA), local agencies have a very important role to play in California’s fight against global warming – one of the most serious environmental effects facing the State today. Where local agencies undertake projects directly, they can and should design sustainable projects from the start, incorporating global warming related considerations into their projects at the earliest stages. Further, local agencies can encourage well-designed, sustainable private projects by analyzing and disclosing to the public the environmental benefits of such projects in any required environmental documents. And where projects as proposed will have significant global warming related effects, local agencies can require feasible changes or alternatives, and impose enforceable, verifiable, feasible mitigation to substantially lessen those effects. By the sum of their decisions, local agencies will help to move the State away from “business as usual” and toward a low-carbon future. This document provides information that may be helpful to local agencies in carrying out their duties under CEQA as they relate to global warming. Included in this document are various measures that may reduce the global warming related impacts of a project. As appropriate, the measures can be included as design features of a project, required as changes to the project, or imposed as mitigation (whether undertaken directly by the project proponent or funded by mitigation fees). The measures set forth in this package are examples; the list is not intended to be exhaustive. Moreover, the measures cited may not be appropriate for every project. The decision of whether to approve a project – as proposed or with required changes or mitigation – is for the local agency, exercising its informed judgment in compliance with the law and balancing a variety of public objectives. The first section of this document lists examples of measures that could be applied to a diverse range of projects where the lead agency determines that the project under consideration will have significant global warming related effects. In general, a given measure should not be considered in isolation, but as part of a larger set of measures that, working together, will reduce greenhouse gas emissions and the effects of global warming. The second section of this document lists examples of potential greenhouse gas reduction measures in the general plan context. This section is included both to suggest how the measures set forth in the first section could be incorporated into a general plan, as well as to identify measures that are general plan specific. The measures in the second section may also be appropriate for inclusion in larger scale plans, including regional plans (e.g., blueprint plans) and in specific plans. Including these types of measures at the larger planning level, as appropriate, will help to ensure more sustainable project-specific development. The third section provides links to sources of information on global warming impacts and emission reduction measures. The list is not complete, but may be a helpful start for local agencies seeking more information to carry out their CEQA obligations as they relate to global warming. The endnotes set forth just some of the many examples of exemplary emission reduction measures already being implemented by local governments and agencies, utilities, private industry, and others. As these examples evidence, California at every level of government is taking up the challenge, devising new and innovative solutions, and leading the charge in the fight against global warming.

(1)

Generally Applicable Measures

Energy Efficiency1 •

Design buildings to be energy efficient.2

•

Install efficient lighting and lighting control systems. Site and design building to take advantage of daylight.

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Use trees, landscaping and sun screens on west and south exterior building walls to reduce energy use.

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Install light colored “cool” roofs and cool pavements.3

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Provide information on energy management services for large energy users.4

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Install energy efficient heating and cooling systems, appliances and equipment, and control systems.5

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Install light emitting diodes (LEDs) for traffic, street and other outdoor lighting.6

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Limit the hours of operation of outdoor lighting.

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Use solar heating, automatic covers, and efficient pumps and motors for pools and spas.7

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Provide education on energy efficiency.8

Renewable Energy •

Install solar, wind, and geothermal power systems and solar hot water heaters. Educate consumers about existing incentives.9

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Install solar panels on carports and over parking areas.10

•

Use on-site generated biogas, including methane, in appropriate applications.***

•

Use combined heat and power in appropriate applications.11

Water Conservation and Efficiency12 •

Create water-efficient landscapes.13

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Install water-efficient irrigation systems and devices, such as soil moisture-based irrigation controls.

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Use reclaimed water for landscape irrigation in new developments and on public property. Install the infrastructure to deliver and use reclaimed water.

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Design buildings to be water-efficient. Install water-efficient fixtures and appliances.

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Use graywater. (Graywater is untreated household waste water from bathtubs, showers, bathroom wash basins, and water from clothes washing machines.) For example, install dual plumbing in all new development allowing graywater to be used for landscape irrigation.14

•

Restrict watering methods (e.g., prohibit systems that apply water to non-vegetated surfaces) and control runoff.

•

Restrict the use of water for cleaning outdoor surfaces and vehicles.

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•

Implement low-impact development practices that maintain the existing hydrologic character of the site to manage storm water and protect the environment. (Retaining storm water runoff onsite can drastically reduce the need for energy-intensive imported water at the site.)15

•

Devise a comprehensive water conservation strategy appropriate for the project and location. The strategy may include many of the specific items listed above, plus other innovative measures that are appropriate to the specific project.

•

Provide education about water conservation and available programs and incentives.16

Solid Waste Measures •

Reuse and recycle construction and demolition waste (including, but not limited to, soil, vegetation, concrete, lumber, metal, and cardboard).

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Provide interior and exterior storage areas for recyclables and green waste and adequate recycling containers located in public areas.

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Recover by-product methane to generate electricity.17

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Provide education and publicity about reducing waste and available recycling services.18

Land Use Measures •

Include mixed-use, infill, and higher density in development projects to support the reduction of vehicle trips, promote alternatives to individual vehicle travel, and promote efficient delivery of services and goods.19

•

Educate the public about the benefits of well-designed, higher density development.20

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Incorporate public transit into project design.

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Preserve and create open space and parks. Preserve existing trees, and plant replacement trees at a set ratio.

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Develop “brownfields” and other underused or defunct properties near existing public transportation and jobs.

•

Include pedestrian and bicycle-only streets and plazas within developments. Create travel routes that ensure that destinations may be reached conveniently by public transportation, bicycling or walking.21

Transportation and Motor Vehicles •

Limit idling time for commercial vehicles, including delivery and construction vehicles.

•

Use low or zero-emission vehicles, including construction vehicles.

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Promote ride sharing programs e.g., by designating a certain percentage of parking spaces for ride sharing vehicles, designating adequate passenger loading and unloading and waiting areas for ride sharing vehicles, and providing a web site or message board for coordinating rides.

•

Create car sharing programs. Accommodations for such programs include providing parking spaces for the car share vehicles at convenient locations accessible by public transportation.22

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Create local “light vehicle” networks, such as neighborhood electric vehicle (NEV) systems.23

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•

Provide the necessary facilities and infrastructure to encourage the use of low or zero-emission vehicles (e.g., electric vehicle charging facilities and conveniently located alternative fueling stations).

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Increase the cost of driving and parking private vehicles by, e.g., imposing tolls and parking fees.

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Institute a low-carbon fuel vehicle incentive program.24

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Build or fund a transportation center where various public transportation modes intersect.

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Provide shuttle service to public transit.

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Provide public transit incentives such as free or low-cost monthly transit passes.

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Promote “least polluting” ways to connect people and goods to their destinations.25

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Incorporate bicycle lanes and routes into street systems, new subdivisions, and large developments.

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Incorporate bicycle-friendly intersections into street design.

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For commercial projects, provide adequate bicycle parking near building entrances to promote cyclist safety, security, and convenience. For large employers, provide facilities that encourage bicycle commuting, including, e.g., locked bicycle storage or covered or indoor bicycle parking.

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Create bicycle lanes and walking paths directed to the location of schools, parks and other destination points.26

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Work with the school district to restore or expand school bus services.

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Institute a telecommute and/or flexible work hours program.27 Provide information, training, and incentives to encourage participation. Provide incentives for equipment purchases to allow highquality teleconferences.

•

Provide information on all options for individuals and businesses to reduce transportation-related emissions. Provide education and information about public transportation.

Off-Site Mitigation If, after analyzing and requiring all reasonable and feasible on-site mitigation measures for avoiding or reducing greenhouse gas-related impacts, the lead agency determines that additional mitigation is required, the agency may consider additional off-site mitigation. The project proponent could, for example, fund off-site mitigation projects (e.g., alternative energy projects, or energy or water audits for existing projects) that will reduce carbon emissions, conduct an audit of its other existing operations and agree to retrofit, or purchase carbon “credits” from another entity that will undertake mitigation. The topic of offsets can be complicated, and a full discussion is outside the scope of this summary document. Issues that the lead agency should consider include: •

The location of the off-site mitigation. (If the off-site mitigation is far from the project, any additional, non-climate related benefits of the mitigation will be lost to the local community.)

•

Whether the emissions reductions from off-site mitigation can be quantified and verified.

•

Whether the mitigation ratio should be greater than 1:1 to reflect any uncertainty about the effectiveness of the offset.

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(2)

General Plan Measures28

Global warming measures may be reflected in a general plan as goals, policies, or programs; in land use designations; or as additional mitigation measures identified during the CEQA review process. Many of the measures listed above may be appropriate for inclusion in a general plan. In addition, a non-exhaustive list of measures specific to the general plan context follows. The examples are listed under required general plan elements. A given example may, however, be appropriate for inclusion in more than one element, or in a different element than listed. Global warming measures may, alternatively, be included in an optional Climate Change or Energy element. Conservation Element29 •

Climate Action Plan or Policy: Include a comprehensive climate change action plan that includes: a baseline inventory of greenhouse gas emissions from all sources; greenhouse gas emissions reduction targets and deadlines; and enforceable greenhouse gas emissions reduction measures.30 (Note: If the Climate Action Plan complies with the requirements of Section 15064(h)(3) of the CEQA Guidelines, it may allow for the streamlining of individual projects that comply with the plan’s requirements.)

•

Climate Action Plan Implementation Program: Include mechanisms to ensure regular review of progress toward the emission reduction targets established by the Climate Action Plan, report progress to the public and responsible officials, and revise the plan as appropriate, using principles of adaptive management. Allocate funding to implement the plan. Fund staff to oversee implementation of the plan.

•

Strengthen local building codes for new construction and renovation to require a higher level of energy efficiency.31

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Require that all new government buildings, and all major renovations and additions, meet identified green building standards.32

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Ensure availability of funds to support enforcement of code and permitting requirements.

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Adopt a “Green Building Program” to require or encourage green building practices and materials.33 The program could be implemented through, e.g., a set of green building ordinances.

•

Require orientation of buildings to maximize passive solar heating during cool seasons, avoid solar heat gain during hot periods, enhance natural ventilation, and promote effective use of daylight. Building orientation, wiring, and plumbing should optimize and facilitate opportunities for on-site solar generation and heating.

•

Provide permitting-related and other incentives for energy efficient building projects, e.g., by giving green projects priority in plan review, processing and field inspection services.34

•

Conduct energy efficiency audits of existing buildings by checking, repairing, and readjusting heating, ventilation, air conditioning, lighting, water heating equipment, insulation and weatherization.35 Offer financial incentives for adoption of identified efficiency measures.36

•

Partner with community services agencies to fund energy efficiency projects, including heating, ventilation, air conditioning, lighting, water heating equipment, insulation and weatherization, for low income residents.

•

Target local funds, including redevelopment and Community Development Block Grant

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resources, to assist affordable housing developers in incorporating energy efficient designs and features. •

Provide innovative, low-interest financing for energy efficiency and alternative energy projects. For example, allow property owners to pay for energy efficiency improvements and solar system installation through long-term assessments on individual property tax bills.37

•

Fund incentives to encourage the use of energy efficient vehicles, equipment and lighting.38 Provide financial incentives for adoption of identified efficiency measures.

•

Require environmentally responsible government purchasing.39 Require or give preference to products that reduce or eliminate indirect greenhouse gas emissions, e.g., by giving preference to recycled products over those made from virgin materials.40

•

Require that government contractors take action to minimize greenhouse gas emissions, e.g., by using low or zero-emission vehicles and equipment.

•

Adopt a “heat island” mitigation plan that requires cool roofs, cool pavements, and strategically placed shade trees.41 (Darker colored roofs, pavement, and lack of trees may cause temperatures in urban environments to increase by as much as 6-8 degrees Fahrenheit as compared to surrounding areas.42) Adopt a program of building permit enforcement for re-roofing to ensure compliance with existing state building requirements for cool roofs on non-residential buildings.

•

Adopt a comprehensive water conservation strategy. The strategy may include, but not be limited to, imposing restrictions on the time of watering, requiring water-efficient irrigation equipment, and requiring new construction to offset demand so that there is no net increase in water use.43 Include enforcement strategies, such as citations for wasting water.44

•

Adopt water conservation pricing, e.g., tiered rate structures, to encourage efficient water use.45

•

Adopt fees structures that reflect higher costs of services for outlying areas.46

•

Adopt water-efficient landscape ordinances.47

•

Strengthen local building codes for new construction and implement a program to renovate existing buildings to require a higher level of water efficiency.

•

Adopt ordinances requiring energy and water efficiency upgrades as a condition of issuing permits for renovations or additions, and on the sale of residences and buildings.48

•

Provide individualized water audits to identify conservation opportunities.49 Provide financial incentives for adopting identified efficiency measures.

•

Provide water audits for large landscape accounts. Provide financial incentives for efficient irrigation controls and other efficiency measures.

•

Require water efficiency training and certification for irrigation designers and installers, and property managers.50

•

Implement or expand city or county-wide recycling and composting programs for residents and businesses. Require commercial and industrial recycling.

•

Extend the types of recycling services offered (e.g., to include food and green waste recycling).

•

Establish methane recovery in local landfills and wastewater treatment plants to generate

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electricity.51 •

Implement Community Choice Aggregation (CCA) for renewable electricity generation. (CCA allows cities and counties, or groups of them, to aggregate the electric loads of customers within their jurisdictions for purposes of procuring electrical services. CCA allows the community to choose what resources will serve their loads and can significantly increase renewable energy.)52

•

Preserve existing conservation areas (e.g., forested areas, agricultural lands, wildlife habitat and corridors, wetlands, watersheds, and groundwater recharge areas) that provide carbon sequestration benefits.

•

Establish a mitigation program for development of conservation areas. Impose mitigation fees on development of such lands and use funds generated to protect existing, or create replacement, conservation areas.

•

Provide public education and information about options for reducing greenhouse gas emissions through responsible purchasing, conservation, and recycling.

Land Use Element53 •

Adopt land use designations to carry out policies designed to reduce greenhouse gas emissions, e.g., policies to minimize or reduce vehicle miles traveled, expand development near existing public transportation corridors, encourage alternative modes of transportation, and increase infill, mixed use, and higher density development.

•

Identify and facilitate the development of land uses not already present in local districts – such as supermarkets, parks and recreation fields, and schools in neighborhoods; or residential uses in business districts – to reduce vehicle miles traveled and allow bicycling and walking to these destinations.

•

Create neighborhood commercial districts.

•

Require bike lanes and bicycle/pedestrian paths.

•

Prohibit projects that impede bicycle and walking access, e.g., large parking areas that cannot be crossed by non-motorized vehicles, and new residential communities that block through access on existing or potential bicycle and pedestrian routes.

•

Site schools to increase the potential for students to walk and bike to school.54

•

Enact policies to limit or discourage low density development that segregates employment, services, and residential areas.55

•

Where there are growth boundaries, adopt policies providing certainty for infill development.56

•

Require best management practices in agriculture and animal operations to reduce emissions, conserve energy and water, and utilize alternative energy sources, including biogas, wind and solar.

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Circulation Element57 •

In conjunction with measures that encourage public transit, ride sharing, bicycling and walking, implement circulation improvements that reduce vehicle idling. For example, coordinate controlled intersections so that traffic passes more efficiently through congested areas.58

•

Create an interconnected transportation system that allows a shift in travel from private passenger vehicles to alternative modes, including public transit, ride sharing, car sharing, bicycling and walking. Before funding transportation improvements that increase vehicle miles traveled, consider alternatives such as increasing public transit or improving bicycle or pedestrian travel routes.

•

Give funding preference to investment in public transit over investment in infrastructure for private automobile traffic.59

•

Include safe and convenient bicycle and pedestrian access in all transportation improvement projects.

•

Ensure that non-motorized transportation systems are complete, connected and not interrupted by impassable barriers, such as freeways.60

•

Require amenities for non-motorized transportation, such as secure and convenient bicycle parking.61

•

Provide adequate and affordable public transportation choices including expanded bus routes and service and other transit choices such as shuttles, light rail, and rail where feasible.

•

Assess transportation impact fees on new development in order to maintain and increase public transit service.62

•

Provide public transit incentives, including free and reduced fare areas.63

•

Adopt a comprehensive parking policy that discourages private vehicle use and encourages the use of alternative transportation.64 For example, reduce parking for private vehicles while increasing options for alternative transportation; eliminate minimum parking requirements for new buildings; “unbundle” parking (require that parking is paid for separately and is not included in rent for residential or commercial space); and set appropriate pricing for parking.

•

Develop school transit plans to substantially reduce automobile trips to, and congestion surrounding, schools. (According to some estimates, parents driving their children to school account for 20-25% of the morning commute.) Plans may address, e.g., necessary infrastructure improvements and potential funding sources; replacing older diesel buses with low or zeroemission vehicles; mitigation fees to expand school bus service; and Safe Routes to School programs65 and other formal efforts to increase walking and biking by students.

•

Create financing programs for the purchase or lease of vehicles used in employer ride sharing programs.

•

Enter into partnerships to create and expand polluting vehicle buy-back programs to include vehicles with high greenhouse gas emissions.

•

Provide public education and information about options for reducing motor vehicle-related greenhouse gas emissions. Include information on trip reduction; trip linking; public transit;

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biking and walking; vehicle performance and efficiency (e.g., keeping tires inflated); low or zero-emission vehicles; and car and ride sharing. Housing Element66 •

Improve the jobs-housing balance and promote a range of affordable housing choices near jobs, services and transit.

•

Concentrate mixed use, and medium to higher density residential development in areas near jobs, transit routes, schools, shopping areas and recreation.

•

Increase density in single family residential areas located near transit routes or commercial areas. For example, promote duplexes in residential areas and increased height limits of multi-unit buildings on main arterial streets, under specified conditions.

•

Encourage transit-oriented developments.67

•

Impose minimum residential densities in areas designated for transit-oriented, mixed use development to ensure higher density in these areas.

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Designate mixed use areas where housing is one of the required uses.

•

In areas designated for mixed use, adopt incentives for the concurrent development of different land uses (e.g., retail with residential).

•

Promote infill, mixed use, and higher density development by, for example, reducing developer fees;68 providing fast-track permit processing; reducing processing fees; funding infrastructure loans; and giving preference for infrastructure improvements in these areas.

Open Space Element69 •

Preserve forested areas, agricultural lands, wildlife habitat and corridors, wetlands, watersheds, groundwater recharge areas and other open space that provide carbon sequestration benefits.

•

Establish a mitigation program for development of those types of open space that provide carbon sequestration benefits. Require like-kind replacement for, or impose mitigation fees on development of such lands. Use funds generated to protect existing, or create replacement, open space.

•

Allow alternative energy projects in areas zoned for open space where consistent with other uses and values.

•

Protect existing trees and encourage the planting of new trees. Adopt a tree protection and replacement ordinance, e.g., requiring that trees larger than a specified diameter that are removed to accommodate development must be replaced at a set ratio.

•

Connect parks and publicly accessible open space through shared pedestrian/bike paths and trails to encourage walking and bicycling.

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Safety Element70 •

Address expected effects of climate change that may impact public safety, including increased risk of wildfires, flooding and sea level rise, salt water intrusion; and health effects of increased heat and ozone, through appropriate policies and programs.

•

Adopt programs for the purchase, transfer or extinguishment of development rights in high risk areas.

•

Monitor the impacts of climate change. Use adaptive management to develop new strategies, and modify existing strategies, to respond to the impacts of climate change.

Energy Element Many of the goals, policies, or programs set forth above may be contained in an optional energy element. The resources set forth below may be useful to local agencies in developing an energy element or an energy conservation plan. •

The California Public Utilities Commission issued a report entitled California Long Term Energy Efficiency Strategic Plan in September 2008. The report serves as a road map for achieving maximum energy savings across all major groups and sectors in California. Section 12 of the report focuses on the role of local governments as leaders in using energy efficiency to reduce energy use and greenhouse gas emissions. The section includes numerous specific suggestions for local government policies designed to reduce energy use. The report is available at http://www.californiaenergyefficiency.com/index.shtml.

•

The Local Government Commission produced a detailed report in 2002 entitled General Plan Policy Options for Energy Efficiency in New and Existing Development. The document sets forth energy saving policies suitable for inclusion in general plans. Policies range from exceeding State minimum building efficiency standards, to retrofitting buildings to reduce energy consumption, to implementing energy conservation strategies for roofs, pavement and landscaping. The report also contains suggested general plan language. The report is available here: http://www.redwoodenergy.org/uploads/Energy_Element_Report.pdf.

•

The California Energy Commission summarizes the energy-related efforts of Humboldt County, City of Pleasanton, City of Pasadena, City and County of San Francisco, the Los Angeles area, City of Chula Vista, the San Diego region, City of San Diego, City and County of San Luis Obispo, and City of Santa Monica, in the 2006 Integrated Energy Policy Report at pp. 82-87, available here: http://www.energy.ca.gov/2006publications/CEC-100-2006-001/CEC-100-2006-001-CMF.PDF.

•

In 2006, the Association of Monterey Bay Area Governments published a regional energy plan, available here: http://www.ambag.org/programs/EnergyWatch/regional_plan.html. Part 1 describes the plan’s goals and course of action. Part 2 describes actions that local agencies already have taken and identifies the most cost-effective measures in each sector. The appendices list existing energy programs that may provide support and funding for energy efficiency projects, suggest language for energy-related provisions to be included in general plans, and list and give brief explanations of more than one hundred energy-saving measures.

•

The California Local Energy Efficiency Program (CALeep) has available on its website, http://www.caleep.com/default.htm, various resources and documents, including an energy

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“Workbook.” The Workbook lays out a process for instituting local energy efficiency programs based in part on information developed in six California pilot projects (Inland Empire Utilities Agency, City of Oakland, San Joaquin Valley, Sonoma County, South Bay Cities Council of Governments, and Ventura County Regional Energy Alliance). The Workbook is designed to be used by local officials to initiate, plan, organize, implement, and assess energy efficiency activities at the local and regional level. (3)

Resources About Global Warming and Local Action

The following web sites and organizations provide general information about mitigating global warming impacts at the local level. These sites represent only a small fraction of the available resources. Local agencies are encouraged to conduct their own research in order to obtain the most current and relevant materials. •

The U.S. Conference of Mayors’ Climate Protection Agreement contains valuable information for the many local agencies that are joining the fight against global warming. The Agreement is available here: http://www.coolcities.us/resources/bestPracticeGuides/USM_ClimateActionHB.pdf. Over one hundred and twenty California cities have joined the “Cool Cities” campaign, which means they have signed the U.S. Mayor’s Climate Protection Agreement and are taking concrete steps toward addressing global warming. These steps include preparing a city-wide greenhouse gas emissions inventory and creating and implementing a local Climate Action Plan. Additional resources, including various cities’ Climate Action Plans, are located at the Cool Cities website: http://www.coolcities.us/resources.php.

•

In July 2007, Alameda County became one of twelve charter members of the “Cool Counties” initiative. Participating counties sign a Climate Stabilization Declaration, which is available at the website for King County (Washington State): http://www.metrokc.gov/exec/news/2007/0716dec.aspx. Participating counties agree to work with local, state, and federal governments and other leaders to reduce county geographical greenhouse gas emissions to 80% below current levels by 2050 by developing a greenhouse gas emissions inventory and regional reduction plan. Current member counties are recruiting new members and are committed to sharing information. Cool Counties contact information is available at: http://www.kingcounty.gov/exec/coolcounties.

•

Local Governments for Sustainability, a program of International Cities for Local Environmental Initiatives (ICLEI), has initiated a campaign called Cities for Climate Protection (CCP). The membership program is designed to empower local governments worldwide to take action on climate change. Many California cities have joined ICLEI. More information is available at the organization’s website: http://www.iclei.org/.

•

The Institute for Local Government (ILG), an affiliate of the California State Association of Counties and the League of California Cities, has instituted a program called the California Climate Action Network (CaliforniaCAN!). The program provides information about the latest climate action resources and case studies. More information is available at the CaliforniaCAN! website: http://www.cacities.org/index.jsp?displaytype=§ion=climate&zone=ilsg. ILG’s detailed list of climate change “best practices” for local agencies is available at http://www.cacities.org/index.jsp?displaytype=§ion=climate&zone=ilsg&sub_sec=climate_ local.

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ILG maintains a list of local agencies that have adopted Climate Action Plans. The list is available here: http://www.cacities.org/index.jsp?zone=ilsg&previewStory=27035. According to ILG, the list includes Marin County and the cities of Arcata, Berkeley, Los Angeles, Palo Alto, San Diego, and San Francisco. Many additional local governments are in the process of conducting greenhouse gas inventories. •

The non-profit group Natural Capitalism Solutions (NCS) has developed an on-line Climate Protection Manual for Cities. NCS states that its mission is “to educate senior decision-makers in business, government and civil society about the principles of sustainability.” The manual is available at http://www.climatemanual.org/Cities/index.htm.

•

The Local Government Commission provides many planning-related resources for local agencies at its website: http://www.lgc.org/. In cooperation with U.S. EPA, LGC has produced a booklet discussing the benefits of density and providing case studies of well-designed, higher density projects throughout the nation. Creating Great Neighborhoods: Density in Your Community (2003) is available here: http://www.lgc.org/freepub/PDF/Land_Use/reports/density_manual.pdf.

•

The Pew Center on Global Climate Change was established in 1998 as a non-profit, non-partisan and independent organization. The Center’s mission is to provide credible information, straight answers, and innovative solutions in the effort to address global climate change. See http://www.pewclimate.org. The Pew Center has published a series of reports called Climate Change 101. These reports provide a reliable and understandable introduction to climate change. They cover climate science and impacts, technological solutions, business solutions, international action, recent action in the U.S. states, and action taken by local governments. The Climate Change 101 reports are available at http://www.pewclimate.org/global-warming-basics/climate_change_101.

•

The Climate Group, www.theclimategroup.org, is a non-profit organization founded by a group of companies, governments and activists to “accelerate international action on global warming with a new, strong focus on practical solutions.” Its website contains a searchable database of about fifty case studies of actions that private companies, local and state governments, and the United Kingdom, have taken to reduce GHG emissions. Case studies include examples from California. The database, which can be searched by topic, is available at http://theclimategroup.org/index.php/reducing_emissions/case_studies.

•

The Bay Area Climate Solutions Database features over 130 climate-related projects, programs and policies in the San Francisco Bay Area that are being undertaken by businesses, public agencies, non-government organizations, and concerned individuals. The database is available at http://www.bayareaclimate.org/services.html.

•

U.S. EPA maintains a list of examples of codes that support “smart growth” development, available here: http://www.epa.gov/piedpage/codeexamples.htm. Examples include transitoriented development in Pleasant Hill and Palo Alto, rowhouse design guidelines from Mountain View, and street design standards from San Diego.

•

In November 2007, U.S. EPA issued a report entitled “Measuring the Air Quality and Transportation Impacts of Infill Development.” This report summarizes three regional infill development scenarios in Denver, Colorado; Boston, Massachusetts; and Charlotte, North

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Carolina. The analysis shows how standard transportation forecasting models currently used by metropolitan planning organizations can be modified to capture at least some of the transportation and air quality benefits of brownfield and infill development. In all scenarios, more compact and transit oriented development was projected to substantially reduce vehicle miles traveled. As the agency found, “The results of this analysis suggest that strong support for infill development can be one of the most effective transportation and emission-reduction investments a region can pursue.” The report is available at http://www.epa.gov/smartgrowth/impacts_infill.htm. •

The Urban Land Institute (ULI) is a nonprofit research and education organization providing leadership in responsible land use and sustainability. In 2007, ULI produced a report entitled, “Growing Cooler: The Evidence on Urban Development and Climate Change,” which reviews existing research on the relationship between urban development, travel, and greenhouse gases emitted by motor vehicles. It further discusses the emissions reductions that can be expected from compact development and how to make compact development happen. “Growing Cooler” is available at http://www.smartgrowthamerica.org/gcindex.html.

•

The California Department of Housing and Community Development, http://www.hcd.ca.gov/, has many useful resources on its website related to housing policy and housing elements and specific recommendations for creating higher density and affordable communities. See http://www.hcd.ca.gov/hpd/hrc/plan/he/.

•

The California Transportation Commission (CTC) recently made recommendations for changes to regional transportation guidelines to address climate change issues. Among other things, the CTC recommends various policies, strategies and performance standards that a regional transportation agency should consider including in a greenhouse reduction plan. These or analogous measures could be included in other types of planning documents or local climate action plans. The recommendation document, and Attachment A, entitled Smart Growth/Land Use Regional Transportation Plan Guidelines Amendments, are located at http://www.dot.ca.gov/hq/transprog/ctcbooks/2008/0108/12_4.4.pdf.

•

The California Energy Commission’s Research Development and Demonstration (RD&D) Division supports energy research, development and demonstration projects designed to bring environmentally safe, affordable and reliable energy services and products to the marketplace. On its website, http://www.energy.ca.gov/research/reports_pubs.html, RD&D makes available a number of reports and papers related to energy efficiency, alternative energy, and climate change.

•

The Governor’s Office of Planning and Research (OPR) provides valuable resources for lead agencies related to CEQA and global warming at http://opr.ca.gov/index.php?a=ceqa/index.html. Among the materials available are a list of environmental documents addressing climate change and greenhouse gas emissions and a list of local plans and policies addressing climate change. In addition, OPRs’ The California Planners’ Book of Lists 2008, which includes the results of surveys of local agencies on matters related to global warming, is available at http://www.opr.ca.gov/index.php?a=planning/publications.html#pubs-C.

•

The California Air Pollution Control Officers Association has prepared a white paper entitled “CEQA and Climate Change” (January 2008). The document includes a list of mitigation measures and information about their relative efficacy and cost. The document is available at

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http://www.capcoa.org/ceqa/?docID=ceqa. •

The Attorney General’s global warming website includes a section on CEQA. See http://ag.ca.gov/globalwarming/ceqa.php. The site includes all of the Attorney General’s public comment letters that address CEQA and global warming.

(4)

Endnotes

1.

Energy efficiency leads the mitigation list because it promises significant greenhouse gas reductions through measures that are cost-effective for the individual residential and commercial energy consumer.

2.

Leadership in Energy and Environmental Design (LEED) administers a Green Building Ratings program that provides benchmarks for the design, construction, and operation of high-performance green buildings. More information about the LEED ratings system is available at http://www.usgbc.org/DisplayPage.aspx?CategoryID=19. Build it Green is a non-profit, membership organization that promotes green building practices in California. The organization offers a point-based, green building rating system for various types of projects. See http://www.builditgreen.org/guidelines-rating-systems. Lawrence Berkeley National Laboratories’ Building Technologies Department is working to develop coherent and innovative building construction and design techniques. Information and publications on energy efficient buildings are available at the Department’s website at http://btech.lbl.gov. The California Department of Housing and Community Development has created an extensive Green Building & Sustainability Resources handbook with links to green building resources, available at http://www.hcd.ca.gov/hpd/green_build.pdf.

3.

For more information, see Lawrence Berkeley National Laboratories, Heat Island Group at http://eetd.lbl.gov/HeatIsland/.

4.

See California Energy Commission, “How to Hire an Energy Services Company” (2000) at http://www.energy.ca.gov/reports/efficiency_handbooks/400-00-001D.PDF.

5.

Energy Star is a joint program of the U.S. Environmental Protection Agency and the U.S. Department of Energy that certifies energy efficient products and provides guidelines for energy efficient practices for homes and businesses. More information about Energy Star-certified products is available at http://www.energystar.gov/. The Electronic Product Environmental Assessment Tool (EPEAT) is a system that ranks computer products based on their conformance to a set of environmental criteria, including energy efficiency. More information about EPEAT is available at http://www.epeat.net/AboutEPEAT.aspx.

6.

LED lighting is substantially more energy efficient than conventional lighting and can save money. See http://www.energy.ca.gov/efficiency/partnership/case_studies/TechAsstCity.pdf (noting that installing LED traffic signals saved the City of Westlake about $34,000 per year). As of 2005, only about a quarter of California’s cities and counties were using 100% LEDs in traffic signals. See California Energy Commission (CEC), Light Emitting Diode Traffic Signal Survey (2005) at p. 15, available at http://www.energy.ca.gov/2005publications/CEC-400-2005-003/CEC-400-2005-003.PDF. The CEC’s Energy Partnership Program can help local governments take advantage of energy saving technology, including, but not limited to, LED traffic signals. See http://www.energy.ca.gov/efficiency/partnership/.

7.

See Palm Desert Energy Partnership at http://www.sce.com/rebatesandsavings/palmdesert. The City, in partnership with Southern California Edison, provides incentives and rebates for efficient equipment.

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See Southern California Edison, Pool Pump and Motor Replacement Rebate Program at

http://www.sce.com/RebatesandSavings/Residential/pool/pump-motor.

8.

Many cities and counties provide energy efficiency education. See, for example, the City of Stockton’s Energy Efficiency website at http://www.stocktongov.com/energysaving/index.cfm. See also “Green County San Bernardino,” http://www.greencountysb.com/ at pp. 4-6. Private projects may also provide education. For example, a homeowners’ association could provide information and energy audits to its members on a regular basis.

9.

See http://www.gosolarcalifornia.ca.gov/documents/CEC-300-2007-008-CMF.PDF. At the direction of Governor Schwarzenegger, the California Public Utilities Commission (CPUC) approved the California Solar Initiative on January 12, 2006. The initiative creates a $3.3 billion, ten-year program to install solar panels on one million roofs in the State. See http://www.gosolarcalifornia.ca.gov/nshp/index.html.

10.

For example, Alameda County has installed two solar tracking carports, each generating 250 kilowatts. By 2005, the County had installed eight photovoltaic systems totaling over 2.3 megawatts. The County is able to meet 6 percent of its electricity needs through solar power. See http://www.acgov.org/gsa/Alameda%20County%20-%20Solar%20Case%20Study.pdf.

11.

Many commercial, industrial, and campus-type facilities (such as hospitals, universities and prisons) use fuel to produce steam and heat for their own operations and processes. Unless captured, much of this heat is wasted. Combined heat and power (CHP) captures waste heat and re-uses it, e.g., for residential or commercial space heating or to generate electricity. See U.S. EPA, Catalog of CHP Technologies at http://www.epa.gov/chp/documents/catalog_of_%20chp_tech_entire.pdf. The average efficiency of fossil-fueled power plants in the United States is 33 percent. By using waste heat recovery technology, CHP systems typically achieve total system efficiencies of 60 to 80 percent. CHP can also substantially reduce emissions of carbon dioxide. http://www.epa.gov/chp/basic/efficiency.html. Currently, CHP in California has a capacity of over 9 million kilowatts. See list of California CHP facilities at http://www.eea-inc.com/chpdata/States/CA.html.

12.

The California Energy Commission has found that the State’s water-related energy use – which includes the conveyance, storage, treatment, distribution, wastewater collection, treatment, and discharge – consumes about 19 percent of the State’s electricity, 30 percent of its natural gas, and 88 billion gallons of diesel fuel every year. See http://www.energy.ca.gov/2007publications/CEC-999-2007-008/CEC-999-2007-008.PDF. Accordingly, reducing water use and improving water efficiency can help reduce energy use and associated greenhouse gas emissions.

13.

The Water Conservation in Landscaping Act of 2006 (AB 1881) requires the Department of Water Resources (DWR), not later than January 1, 2009, to update the Model Water Efficient Landscape Ordinance. The draft of the entire updated Model Water Efficient Landscape Ordinance will be made available to the public. See http://www.owue.water.ca.gov/landscape/ord/updatedOrd.cfm.

14.

See Graywater Guide, Department of Water Resources, Office of Water Use Efficiency and Transfers at http://www.owue.water.ca.gov/docs/graywater_guide_book.pdf. See also The Ahwahnee Water Principles, Principle 6, at http://www.lgc.org/ahwahnee/h2o_principles.html. The Ahwahnee Water Principles have been adopted by City of Willits, Town of Windsor, Menlo Park, Morgan Hill, Palo Alto,

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Petaluma, Port Hueneme, Richmond, Rohnert Park, Rolling Hills Estates, San Luis Obispo, Santa Paula, Santa Rosa, City of Sunnyvale, City of Ukiah, Ventura, Marin County, Marin Municipal Water District, and Ventura County. 15.

See Office of Environmental Health Hazard Assessment and the California Water and Land Use Partnership, Low Impact Development, at http://www.coastal.ca.gov/nps/lid-factsheet.pdf.

16.

See, for example, the City of Santa Cruz, Water Conservation Office at http://www.ci.santa-cruz.ca.us/wt/conservation; Santa Clara Valley Water District, Water Conservation at http://www.valleywater.org/conservation/index.shtm; and Metropolitan Water District and the Family of Southern California Water Agencies, Be Water Wise at http://www.bewaterwise.com. Private projects may provide or fund similar education.

17.

See Public Interest Energy Research Program, Dairy Power Production Program, Dairy Methane Digester System, 90-Day Evaluation Report, Eden Vale Dairy (Dec. 2006) at http://www.energy.ca.gov/2006publications/CEC-500-2006-083/CEC-500-2006-083.PDF. See also discussion in the general plan section, below, relating to wastewater treatment plants and landfills.

18.

Many cities and counties provide information on waste reduction and recycling. See, for example, the Butte County Guide to Recycling at http://www.recyclebutte.net. The California Integrated Waste Management Board’s website contains numerous publications on recycling and waste reduction that may be helpful in devising an education project. See http://www.ciwmb.ca.gov/Publications/default.asp?cat=13. Private projects may also provide education directly, or fund education.

19.

See U.S. EPA, Our Built and Natural Environments, A Technical Review of the Interactions between Land Use, Transportation, and Environmental Quality (Jan. 2001) at pp. 46-48 http://www.epa.gov/dced/pdf/built.pdf.

20.

See California Department of Housing and Community Development, Myths and Facts About Affordable and High Density Housing (2002), available at http://www.hcd.ca.gov/hpd/mythsnfacts.pdf.

21.

Palo Alto’s Green Ribbon Task Force Report on Climate Protection recommends pedestrian and bicycle-only streets under its proposed actions. See http://www.city.palo-alto.ca.us/civica/filebank/blobdload.asp?BlobID=7478.

22.

There are a number of car sharing programs operating in California, including City CarShare http://www.citycarshare.org/ and Zip Car http://www.zipcar.com/.

23.

The City of Lincoln has a NEV program. See http://www.lincolnev.com/index.html.

24.

The County of Los Angeles has instituted an alternative fuel vehicle purchasing program open to County employees, retirees, family members, and contractors and subcontractors. See http://www.lacounty.gov/VPSP.htm.

25.

Promoting “least polluting” methods of moving people and goods is part of a larger, integrated “sustainable streets” strategy now being explored at U.C. Davis’s Sustainable Transportation Center. Resources and links are available at the Center’s website. See http://stc.ucdavis.edu/outreach/ssp.php.

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26.

See, for example, Marin County’s Safe Routes to Schools program at http://www.saferoutestoschools.org ; see also California Center for Physical Activity’s California Walk to School website at http://www.cawalktoschool.com.

27.

Through a continuing FlexWork Implementation Program, the Traffic Solutions division of the Santa Barbara County Association of Governments (SBCAG) is sponsoring flexwork consulting, training and implementation services to a limited number of Santa Barbara County organizations that want to create or expand flexwork programs for the benefit of their organizations, employees and the community. See http://www.flexworksb.com/read_more_about_the_fSBp.html.

28.

For information on the general plan process, see Governor’s Office of Planning and Research, General Plan Guidelines (1998), available at http://ceres.ca.gov/planning/genplan/gpg.pdf.

29.

The Conservation Element addresses the conservation, development, and use of natural resources including water, forests, soils, rivers, and mineral deposits. Measures proposed for the Conservation Element may alternatively be appropriate for other elements. In practice, there may be substantial overlap in the global warming mitigation measures appropriate for the Conservation and Open Space Elements.

30.

See the Attorney General’s settlement agreement with the County of San Bernardino, available at http://ag.ca.gov/cms_pdfs/press/2007-08-21_San_Bernardino_settlement_agreement.pdf; Attorney General’s settlement agreement with the City of Stockton, available at http://ag.ca.gov/cms_attachments/press/pdfs/n1608_stocktonagreement.pdf . See also Marin County Greenhouse Gas Reduction Plan (Oct. 2006) at http://www.co.marin.ca.us/depts/CD/main/pdf/final_ghg_red_plan.pdf; Marin Countywide Plan (Nov. 6, 2007) at http://www.co.marin.ca.us/depts/CD/main/fm/cwpdocs/CWP_CD2.pdf; Draft Conservation Element, General Plan, City of San Diego at http://www.sandiego.gov/planning/genplan/pdf/generalplan/ce070918.pdf.

31.

Public Resources Code Section 25402.1(h)2 and Section 10-106 of the Building Energy Efficiency Standards establish a process that allows local adoption of energy standards that are more stringent than the statewide Standards. More information is available at the California Energy Commission’s website. See http://www.energy.ca.gov/title24/2005standards/ordinances_exceeding_2005_building_standards.html; see also California Public Utilities Commission, California Long Term Energy Efficiency Strategic Plan (Sept. 2008) at p. 92, available at http://www.californiaenergyefficiency.com/docs/EEStrategicPlan.pdf.

32.

See, e.g., LEED at http://www.usgbc.org/DisplayPage.aspx?CategoryID=19; see also Build it Green at http://www.builditgreen.org/guidelines-rating-systems.

33.

During 2007 and 2008, an unprecedented number of communities across the State adopted green building requirements in order to increase energy efficiency and decrease greenhouse gas emissions and other environmental impacts within their jurisdictions. The California Attorney General’s office has prepared a document that identifies common features of recent green building ordinances and various approaches that cities and counties have taken. The document is available at http://ag.ca.gov/globalwarming/greenbuilding.php.

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34.

See, e.g., “Green County San Bernardino,” http://www.greencountysb.com/. As part of its program, the County is waiving permit fees for alternative energy systems and efficient heating and air conditioning systems. See http://www.greencountysb.com/ at p. 3. For a representative list of incentives for green building offered in California and throughout the nation, see U.S. Green Building Council, Summary of Government LEED Incentives (updated quarterly) at https://www.usgbc.org/ShowFile.aspx?DocumentID=2021.

35.

For example, Riverside Public Utilities offers free comprehensive energy audits to its business customers. See http://www.riversideca.gov/utilities/busi-technicalassistance.asp.

36.

Under Southern California Gas Company’s Energy Efficiency Program for Commercial/Industrial Large Business Customers, participants are eligible to receive an incentive based on 50% of the equipment cost, or $0.50 per therm saved, whichever is lower, up to a maximum amount of $1,000,000 per customer, per year. Eligible projects require an energy savings of at least 200,000 therms per year. See http://www.socalgas.com/business/rebates.

37.

The City of Berkeley is in the process of instituting a “Sustainable Energy Financing District.” According to the City, “The financing mechanism is loosely based on existing ‘underground utility districts’ where the City serves as the financing agent for a neighborhood when they move utility poles and wires underground. In this case, individual property owners would contract directly with qualified private solar installers and contractors for energy efficiency and solar projects on their building. The City provides the funding for the project from a bond or loan fund that it repays through assessments on participating property owners’ tax bills for 20 years.” See http://www.cityofberkeley.info/Mayor/PR/pressrelease2007-1023.htm. The California Energy Commission’s Public Interest Energy Research Program estimates that the technical potential for rooftop applications of photovoltaic systems in the State is about 40 gigawatts in 2006, rising to 68 gigawatts in 2016. See Public Interest Energy Research Program, California Rooftop Photovoltaic (PV) Resource Assessment and Growth Potential by County (2007), available at http://www.energy.ca.gov/publications/displayOneReport.php?pubNum=CEC-500-2007-048.

38.

As described in its Climate Action Plan, the City of San Francisco uses a combination of incentives and technical assistance to reduce lighting energy use in small businesses such as grocery stores, small retail outlets, and restaurants. The program offers free energy audits and coordinated lighting retrofit installation. In addition, the City offers residents the opportunity to turn in their incandescent lamps for coupons to buy fluorescent units. See San Francisco’s Climate Action Plan, available at http://www.sfenvironment.org/downloads/library/climateactionplan.pdf.

39.

Among other strategies for reducing its greenhouse gas emissions, Yolo County is considering a purchasing policy that mandates all purchases of electrical equipment meet or exceed the PG&E Energy Star rating. This would require departments to purchase improved efficiency refrigerators, microwaves and related appliances that have greater power efficiencies and less GHG impacts. See http://www.yolocounty.org/Index.aspx?page=878.

40.

See, for example, Los Angeles County Green Purchasing Policy, June 2007 at http://www.responsiblepurchasing.org/UserFiles/File/General/Los%20Angeles%20County,%20Green% 20Purchasing%20Policy,%20June%202007.pdf. The policy requires County agencies to purchase

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products that minimize environmental impacts, including greenhouse gas emissions. See also California Energy Commission, Existing Green Procurement Initiatives, available at http://www.cec.org/files/pdf/ECONOMY/Green-Procurement_Initiatives_en.pdf. 41.

Some local agencies have implemented a cool surfaces programs in conjunction with measures to address storm water runoff and water quality. See, for example, The City of Irvine’s Sustainable Travelways/Green Streets program at http://www.cityofirvine.org/depts/redevelopment/sustainable_travelways.asp; The City of Los Angeles’s Green Streets LA program at http://water.lgc.org/water-workshops/la-workshop/Green_Streets_Daniels.pdf/view; see also The Chicago Green Alley Handbook at http://egov.cityofchicago.org/webportal/COCWebPortal/COC_EDITORIAL/GreenAlleyHandbook_Jan. pdf.

42.

See the website for Lawrence Berkeley National Laboratory’s Urban Heat Island Group at http://eetd.lbl.gov/HeatIsland/LEARN/ and U.S. EPA’s Heat Island website at www.epa.gov/heatisland/. To learn about the effectiveness of various heat island mitigation strategies, see the Mitigation Impact Screening Tool, available at http://www.epa.gov/heatisld/resources/tools.html.

43.

For example, the City of Lompoc has a policy to “require new development to offset new water demand with savings from existing water users, as long as savings are available.” See http://www.ci.lompoc.ca.us/departments/comdev/pdf07/RESRCMGMT.pdf.

44.

The Eastern Municipal Water District imposes fines on all customers, including residential customers, for excessive runoff. See Water Use Efficiency Ordinance 72.23, available at http://www.emwd.org/usewaterwisely.

45.

The Irvine Ranch Water District in Southern California, for example, uses a five-tiered rate structure that rewards conservation. The water district has a baseline charge for necessary water use. Water use that exceeds the baseline amount costs incrementally more money. While “low volume” water use costs $.082 per hundred cubic feet (ccf), “wasteful” water use costs $7.84 per ccf. See http://www.irwd.com/AboutIRWD/rates_residential.php. Marin County has included tiered billing rates as part of its general plan program to conserve water. See Marin County Countywide Plan, page 3-204, PFS-2.q, available at http://www.co.marin.ca.us/depts/CD/main/fm/cwpdocs/CWP_CD2.pdf.

46.

The Sacramento Regional Sanitation District has adopted a tiered sewer impact fee ordinance that charges less for connections to identified “infill communities” as compared to identified “new communities.” See http://www.srcsd.com/pdf/ord-0106.pdf.

47.

See the City of Fresno’s Watering Regulations and Ordinances at http://www.fresno.gov/Government/DepartmentDirectory/PublicUtilities/Watermanagement/Conservati on/WaterRegulation/WateringRegulationsandRestrictions.htm.

48.

See, e.g., the City of San Diego’s plumbing retrofit ordinance at http://www.sandiego.gov/water/conservation/selling.shtml; City of San Francisco’s residential energy conservation ordinance (fact sheet) at http://www.sfgov.org/site/uploadedfiles/dbi/Key_Information/19_ResidEnergyConsBk1107v5.pdf.

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49.

The City of Roseville offers free water conservation audits through house calls and on-line surveys. See http://www.roseville.ca.us/eu/water_utility/water_conservation/for_home/programs_n_rebates.asp.

50.

See Landscape Performance Certification Program, Municipal Water District of Orange County at http://waterprograms.com/wb/30_Landscapers/LC_01.htm.

51.

For example, San Diego’s Metropolitan Wastewater Department (SDMWD) installed eight digesters at one of its wastewater treatment plants. Digesters use heat and bacteria to break down the organic solids removed from the wastewater to create methane, which can be captured and used for energy. The methane generated by SDMWD’s digesters runs two engines that supply enough energy for all of the plant’s needs, and the plant sells the extra energy to the local grid. See http://www.sandiego.gov/mwwd/facilities/ptloma.shtml. In addition, the California Air Resources Board approved the Landfill Methane Capture Strategy as an early action measure. http://www.arb.ca.gov/cc/landfills/landfills.htm. Numerous landfills in California, such as the Puenta Hills Landfill in Los Angeles County (http://www.lacsd.org/about/solid_waste_facilities/puente_hills/clean_fuels_program.asp), the Scholl Canyon Landfill in the City of Glendale (http://www.glendalewaterandpower.com/the_environment/renewable_energy_development.aspx), and theYolo Landfill in Yolo County, are using captured methane to generate power and reduce the need for other more carbon-intensive energy sources.

52.

On April 30, 2007, the Public Utilities Commission authorized a CCA application by the Kings River Conservation District on behalf of San Joaquin Valley Power Authority (SJVPA). SJVPA's Implementation Plan and general CCA program information are available at www.communitychoice.info. See also http://www.co.marin.ca.us/depts/CD/main/comdev/advance/Sustainability/Energy/cca/CCA.cfm. (County of Marin); and http://sfwater.org/mto_main.cfm/MC_ID/12/MSC_ID/138/MTO_ID/237 (San Francisco Public Utilities Commission). See also Public Interest Energy Research, Community Choice Aggregation (fact sheet) (2007), available at http://www.energy.ca.gov/publications/displayOneReport.php?pubNum=CEC-500-2006-082.

53.

The Land Use Element designates the type, intensity, and general distribution of uses of land for housing, business, industry, open-space, education, public buildings and grounds, waste disposal facilities, and other categories of public and private uses.

54.

The Center for Physical Activity within the California Department of Public Health supports school siting and joint use policies and practices that encourage kids to walk and bike to school; discourage car trips that cause air pollution and damage the environment; and position schools as neighborhood centers that offer residents recreational, civic, social, and health services easily accessible by walking or biking. The Center offers school siting resources on its website at http://www.caphysicalactivity.org/school_siting.html#resources.

55.

Samples of local legislation to reduce sprawl are set forth in the U.S. Conference of Mayors’ Climate Action Handbook. See http://www.iclei.org/documents/USA/documents/CCP/Climate_Action_Handbook-0906.pdf.

Office of the California Attorney General Global Warming Measures Updated: 12/09/08 Page 20 of 22

56.

For a list and maps related to urban growth boundaries in California, see Urban Growth Boundaries and Urban Line Limits, Association of Bay Area Governments (2006) at http://www.abag.ca.gov/jointpolicy/Urban%20Growth%20Boundaries%20and%20Urban%20Limit%20 Lines.pdf.

57.

The Circulation Element works with the Land Use element and identifies the general location and extent of existing and proposed major thoroughfares, transportation routes, terminals, and other local public utilities and facilities.

58.

See Orange County Transportation Authority, Signal Synchronization at http://www.octa.net/signals.aspx. Measures such as signal synchronization that improve traffic flow must be paired with other measures that encourage public transit, bicycling and walking so that improved flow does not merely encourage additional use of private vehicles.

59.

San Francisco’s “Transit First” Policy is listed in its Climate Action Plan, available at http://www.sfenvironment.org/downloads/library/climateactionplan.pdf. The City’s policy gives priority to public transit investments and provides public transit street capacity and discourages increases in automobile traffic. This policy has resulted in increased transit service to meet the needs generated by new development.

60.

The City of La Mesa has a Sidewalk Master Plan and an associated map that the City uses to prioritize funding. See http://www.ci.la-mesa.ca.us/index.asp?NID=699; see also Toolkit for Improving Walkability in Alameda County, available at http://www.acta2002.com/ped-toolkit/ped_toolkit_print.pdf; and U.S. EPA’s list of transit-related “smart growth” publications at http://www.epa.gov/dced/publications.htm#air, including Pedestrian and Transit-Friendly Design: A Primer for Smart Growth (1999), available at www.epa.gov/dced/pdf/ptfd_primer.pdf. Pursuant to the California Complete Streets Act of 2008 (AB 1358, Gov. Code, §§ 65040.2 and 65302), commencing January 1, 2011, upon any substantive revision of the circulation element of the general plan, a city or county will be required to modify the circulation element to plan for a balanced, multimodal transportation network that meets the needs of all users.

61.

See the City of Oakland’s Bicycle Parking Requirements ordinance, available at www.oaklandpw.com/assetfactory.aspx?did=3337.

62.

San Francisco assesses a Downtown Transportation Impact Fee on new office construction and commercial office space renovation within a designated district. The fee is discussed in the City’s Climate Action plan, available at http://www.sfenvironment.org/downloads/library/climateactionplan.pdf.

63.

For example, Seattle, Washington maintains a public transportation “ride free” zone in its downtown from 6:00 a.m. to 7:00 p.m. daily. See http://transit.metrokc.gov/tops/accessible/paccessible_map.html#fare.

64.

See, for example, Reforming Parking Policies to Support Smart Growth, Metropolitan Transportation Commission (June 2007) at http://www.mtc.ca.gov/planning/smart_growth/parking_seminar/Toolbox-Handbook.pdf; see also the City of Ventura’s Downtown Parking and Mobility Plan, available at

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http://www.cityofventura.net/community_development/resources/mobility_parking_plan.pdf, and its Downtown Parking Management Program, available at http://www.ci.ventura.ca.us/depts/comm_dev/downtownplan/chapters.asp. 65.

See Safe Routes to School Toolkit, National Highway Traffic Safety Administration (2002) at www.nhtsa.dot.gov/people/injury/pedbimot/bike/Safe-Routes-2002; see also www.saferoutestoschools.org (Marin County).

66.

The Housing Element assesses current and projected housing needs. In addition, it sets policies for providing adequate housing and includes action programs for that purpose.

67.

The U.S. Conference of Mayors cites Sacramento’s Transit Village Redevelopment as a model of transit-oriented development. More information about this project is available at http://www.cityofsacramento.org/planning/projects/65th-street-village/. The Metropolitan Transportation Commission (MTC) has developed policies and funding programs to foster transitoriented development. More information is available at MTC’s website: http://www.mtc.ca.gov/planning/smart_growth/#tod. The California Department of Transportation maintains a searchable database of 21 transit-oriented developments at http://transitorienteddevelopment.dot.ca.gov/miscellaneous/NewHome.jsp.

68.

The City of Berkeley has endorsed the strategy of reducing developer fees or granting property tax credits for mixed-use developments in its Resource Conservation and Global Warming Abatement Plan. City of Berkeley’s Resource Conservation and Global Warming Abatement Plan p. 25 at http://www.baaqmd.gov/pln/GlobalWarming/BerkeleyClimateActionPlan.pdf.

69.

The Open Space Element details plans and measures for preserving open space for natural resources, the managed production of resources, outdoor recreation, public health and safety, and the identification of agricultural land. As discussed previously in these Endnotes, there may be substantial overlap in the measures appropriate for the Conservation and Open Space Elements.

70.

The Safety Element establishes policies and programs to protect the community from risks associated with seismic, geologic, flood, and wildfire hazards.

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ATTACHMENT 1

Applicable 2025 Fresno General Plan Goals (as originally numbered): 2.

Pursue coordinated regional planning with Fresno and Madera Counties and the City of Clovis.

3.

Preserve and revitalize neighborhoods, the downtown, and historical resources.

5.

Support the Growth Alternatives Alliance “Landscape of Choice—Principles and Strategies” as based upon the Ahwahnee Group Principles, both of which are included in the [2025 Fresno General Plan] Appendix.

6.

Coordinate land uses and circulation systems to promote a viable and integrated multi-modal transportation network.

7.

Manage growth to balance Fresno’s urban form while providing an adequate public service delivery system which is fairly and equitably financed.

9.

Provide activity centers and intensity corridors within plan areas to create a mix of land uses and amenities to foster community identity and reduce travel.

11.

Protect, preserve, and enhance significant biological, archaeological, and paleontological resources and critical natural resources, including, but not limited to, air, water, agricultural soils, minerals, plants, and wildlife resources.

14.

Protect and improve public health and safety

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 2

Applicable 2025 Fresno General Plan Objectives and Policies (as originally numbered in the respective General Plan Elements, with insertion of bracketed numbering for subsections needed for clarity of Appendix B references): A. IMPLEMENTATION ELEMENT Policy A-1-g

Give appropriate priority to the study and specific delineation of intensity corridors and activity centers as conceptually shown on the Urban Form Components Map (Exhibit 6).

Policy A-1-h

Establish an integrated land use and transportation implementation program that utilizes the intensity corridors and activity centers as conceptually shown on the Urban Form Components Map that will be linked by a public transportation system (including pursuit of fixed guideway systems such as a monorail or people mover) with the highest frequency and level of service economically and technologically feasible within the 20-plus year planning horizon of this plan (see Exhibits 6 and 8).

B. REGIONAL COOPERATION ELEMENT OBJECTIVE B-1: Policy B-1-a

Encourage and promote regional cooperation and coordination on land use and planning issues among local jurisdictions. Pursue a coordinated Regional Land Use and Transportation Planning Program with the City of Clovis, Fresno and Madera Counties, and other cities which: [1]

identifies areas suitable for development.

[2]

directs urban development to incorporated cities.

[3]

proposes programs to meet federal, state and local air quality requirements.

[4]

identifies future regional facilities and services, including transportation corridors, water, and sewerage.

[5]

applies public service impact fees equitably and uniformly throughout the metropolitan region.

[6]

conserves agricultural land and prevents its premature conversion including requirements for an economic

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 3

assessment, phasing plan, and criteria to prevent leapfrog development. [7] Policy B-1-d

OBJECTIVE B-2

Policy B-2-a

Policy B-2-b

opposes the creation of new rural residential lots within the identified sphere of influence of the city.

Oppose development by neighboring jurisdictions which compromises the integrity and implementation of the 2025 Fresno General Plan. Encourage coordination with adjacent jurisdictions in providing public services infrastructure capacities and cooperative economic development. Cooperate with Fresno County, Madera County, the City of Clovis and other cities and special districts to: [1]

optimize resource management (water, air, agricultural land, etc.).

[2]

develop a regional justice system program to meet future needs of the justice system, both adult and juvenile, including the courts, probation, and sheriff.

[3]

develop a regional public health program to meet future needs including community, environmental and mental health services.

[4]

develop a regional program to meet future library, recreational and social service needs.

[5]

develop a multi-jurisdictional impact analysis and financial plan to ensure that significant changes in the level of services provided by one agency do not adversely impact another local agency.

Cooperate with Fresno County, Madera County, the City of Clovis, other cities and special districts to develop a regional approach to economic development which: [1]

achieves jobs/housing balance where the number of job opportunities match the availability and cost of housing.

[2]

identifies regional economic development programs designed to create jobs and provide cost-effective

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 4

incentives to assist business development of regional significance. [3]

promotes an agricultural-industrial synergy that will enable all agricultural products to be fully prepared and processed locally.

C. URBAN FORM ELEMENT Land Use / Sphere of Influence OBJECTIVE C-2

Establish a comprehensive planning strategy to achieve the efficient and equitable use of resources; to provide for the optimum level of public facilities and services; and to realize an attractive and desirable living environment within the City of Fresno’s moderately expanded sphere of influence and planned urban boundary.

OBJECTIVE C-2

Establish a comprehensive general plan that provides for an optimal arrangement of land uses, transportation systems, public facilities and other physical features; that defines the character and quality of life desired within the metropolitan area; and that identifies the guiding principles to determine appropriate development, revitalization and preservation actions within the nine community plan areas consistent with a planning framework of managed peripheral growth, increased economic opportunities and redirected emphasis toward multiple activity centers and a high intensity central corridor.

C-2-o. Policy:

Prepare appropriate specific plan (or neighborhood plan) documents as determined necessary by the council in order to encourage a comprehensive strategy for renewal and revitalization of the urban core communities including the centre city (as defined in Policy C-16-f), the Central Area Plan and the traditional downtown.

Land Use / Intensity Corridors OBJECTIVE C-3

Create a comprehensive strategy, including the formulation of a specific plan, to encourage the development of mid-rise/highrise mixed-use urban corridors with functional, enduring, and desirable urban qualities including the already-adopted Freeway 41 corridor (see Exhibit 6). Other freeway corridors should also be considered for high density, mixed use development.

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Policy C-3-a

Policy C-3-b

Through the specific plan [process], establish guidelines and performance standards for the following: [1]

the adequate provision of a comprehensive range of urban services.

[2]

locations for development of nodes or pedestrian pockets, using mid-rise and high-rise structures to accommodate 5,000 to 15,000 residents and employment centers.

[3]

the protection of surrounding uses and improvements from detrimental impacts such as: – traffic noise and vehicle emissions. – visual intrusion. – interruption of view and air movement. – encroachment upon solar access.

Conduct a comprehensive update of the zoning ordinance to facilitate the implementation of intensity corridors. These zoning ordinance amendments should address mixed uses, expedited administrative zoning procedures, shared parking, underground and multi-story parking structures incorporated into buildings, transit facilities, open space, and aesthetic considerations.

Land Use / Activity Centers OBJECTIVE C-4

Adhere to a multiple community center concept of urban design for the Fresno metropolitan area as conceptually shown on Exhibit 6.

Policy C-4-a

Strategically locate areas appropriate for more intensive concentrations of urban uses.

Policy C-4-b

Activity centers should include commercial areas, employment centers, schools, higher-density residential development, churches, parks, and other gathering points where residents may interact, work, and obtain goods and services in the same place.

Policy C-4-c

Place emphasis on pedestrian activities and linkages, and provide for priority transit routes and facilities to serve the activity centers.

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 6

Policy C-4-d

Activity centers should provide for mixed uses and shared parking facilities, including multi-story and underground parking facilities.

Land Use / Centre City OBJECTIVE C-7

Use incentives, planning strategies and development standards to guide and support the provision and preservation of quality housing and safe, well-designed and maintained neighborhoods.

Policy C-7-n

Encourage and facilitate residential/office/commercial mixed developments in the Civic Center and Central Trading Zone Districts. Residential uses should be encouraged in these areas to support their commercial activities.

Policy C-7-o

In partnership with other government agencies, develop and implement effective, convenient, and safe public transportation and parking programs to meet the needs of the Civic Center and Central Trading/"Arts and Entertainment" Districts

Land Use / Mixed Uses OBJECTIVE C-8

Facilitate the development of mixed uses to blend residential, commercial and public land uses on one site.

Policy C-8-a

Develop zoning regulations which facilitate the appropriate mixing of commercial and noncommercial uses, either within a single structure or multiple structures within a defined area.

Policy C-8-b

Utilize the model ordinances contained in the “Livable Neighborhood Development” implementation guideline of October 2001 (prepared by the Growth Alternatives Alliance for “A Landscape of Choice”) for guidance in preparation of zoning regulations proposing mixing of residential with nonresidential land uses.

Policy C-8-c

Create an appropriate environment for the inclusion in mixeduse development of higher density single-family residential dwellings, senior housing, [a small] open space, and community facilities.

Policy C-8-d

Ensure land use compatibility between mixed-use districts in activity centers and the surrounding residential neighborhoods.

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Policy C-8-e

Mixed use policies and zoning regulations should support the recycling of older buildings.

Policy C-8-f

Mixed-use zoning regulations shall allow flexibility in parking requirements.

Policy C-8-g

Support the planning and development of master planned/mixed use communities such as the Dominion Project

Land Use / Residential OBJECTIVE C-10 Promote the development of more compact pedestrian friendly, single-family residential projects to aid in the conservation of resources such as land, energy, and materials. Policy C-10-a Facilitate the construction of higher density single-family residential development while maintaining a pleasant living environment. Amend the planned unit development ordinance to reduce the minimum parcel size requirement (currently set at two acres) to facilitate such development on infill or bypassed parcels. Policy C-10-b Amend the zoning ordinance and the general plan/community plan zoning consistency matrices (Table 2) to allow medium-low density residential to achieve up to six units per acre by a conditional use permit process that ensures availability of adequate public services. Policy C-10-c Continue to allow secondary dwelling units on single-family properties. Policy C-10-d Encourage the development of two-story homes as a means to conserve land, maintain open space on residential lots, and provide adequate living space. OBJECTIVE C-11 The city will employ multi-family residential densities to meet housing needs in an affordable, balanced fashion. Policy C-11-a Prefer multi-family housing in designated activity centers and along intensity corridors. Policy C-11-b Encourage the integration of multi-story residential projects into other parts of the community in order to increase the efficiency of transportation.

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Land Use / Commercial OBJECTIVE C-12 Commercial land uses shall be classified, located, sized, and developed to meet needs for goods and services while minimizing travel requirements, infrastructure demands, and adverse impacts. Policy C-12-b

In the comprehensive update of the zoning ordinance, reevaluate standards applicable to permitted uses, site size, parking, and locational criteria for commercial districts.

Policy C-12-d

Plan for the appropriate location, size, and distribution of neighborhood and community commercial uses to implement the planned urban form, promote the stability and identity of neighborhood and community areas, and allow efficient access without compromising the operational effectiveness of planned major streets. [1]

Neighborhoods should be anchored by commercial centers with a mix of uses that meet the area’s need to achieve activity centers that create a sense of place.

[2]

Community commercial centers should be located at designated activity centers.

[3]

Retail commercial goods and services shall be provided in planned unified shopping centers, carefully designed smallscale commercial centers, and in neighborhood-oriented stores.

Policy C-12-e Community commercial centers should be located at designated activity centers. [1]

New regional commercial centers shall be located with immediate and adequate access to freeway and/or other major transportation facilities in order to ensure access from throughout the region.

[2]

Regional shopping centers shall have internally-unified building design, landscaping, and signage standards.

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Land Use / Industrial OBJECTIVE C-13 Plan and support industrial development to promote job growth while enhancing Fresno’s urban environment. Policy C-13-d Plan industrial land that lies in close proximity to residential areas for the least intense categories of industrial activity. Policy C-13-e Gradually phase out incompatible uses from areas planned for heavy industrial activity. Policy C-13-g

In the comprehensive update of the zoning ordinance, reevaluate permitted uses, site size, and parking for industrial districts. Explore the use of shared parking arrangements, underground parking facilities, and multi-story parking facilities for meeting industrial needs.

Policy C-13-i

Provide sufficient opportunities for heavy industrial planned uses in areas that are accessible from major transportation corridors, and where land use compatibility issues, health and safety concerns and public facility and service needs can be addressed to ensure stability of economic investments and opportunities for growth.

Land Use / Public Facilities and Institutions Policy C-14-b Major public facilities/institutions shall have adequate vehicular access (to a properly classified street) and should be easily reached by public transit Land Use / Infill Development OBJECTIVE C-15 Provide infill opportunities that will revitalize the built-up urban core communities and neighborhoods of Fresno, provide residential development for diverse population, and improve the overall quality of the urban environment. Policy C-15-a The city shall pursue the recommendations of the Center City Development Committee as presented in its report to the city council on April 25, 2000. Policy C-15-b The city shall develop and maintain a program to locate vacant land suitable for residential infill so that information can be provided to developers.

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Policy C-15-c The city shall identify infill priority areas with the assistance of a task force of interested parties. The task force shall advise the council about all matters pertaining to the city’s infill initiative, annually evaluate progress of the city’s infill initiative and report to the council, and identify and recommend any new incentives that will facilitate the infill program. Policy C-15-d The city shall identify priority infill areas where there is opportunity for development or redevelopment of mixed uses, higher density occupant owned or rented housing served by public transit and services, including parks, neighborhood centers and shops. Policy C-15-e The city shall create and adopt special administrative procedures, development standards, and planning/design criteria to expedite infill projects. Policy C-15-f

The city and redevelopment agency shall encourage and establish, as necessary, financing and administrative programs to strive to achieve a higher proportion of home ownership in target infill areas.

OBJECTIVE C-16 Create a more efficient, economical, and livable urban form by concentrating development within the older, built-up core communities and neighborhoods where determined appropriate to implement intensity corridors and activity centers and by focusing resources in order to achieve specifically identified urban core community revitalization performance measures. Policy C-16-a The city shall review its planning principles, development regulations, and public service, transit and infrastructure policies and programs to incorporate “Transit Oriented Development” and “Traditional Neighborhood Development” approaches. Policy C -16-b The city, utilizing the newly formed Interagency Housing Task Force, shall encourage and facilitate residential infill development and projects that include a range of housing types, forms, and tenure for the diverse needs of neighborhood households. Policy C-16-c The city shall review and revise city codes to eliminate constraints on design flexibility for higher density projects constructed in infill areas.

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 11

Policy C-16-d The city shall revise codes to support conversion of older residential and nonresidential structures to alternative and/or more intensive uses, including revision of standards for parking, open space, and lot coverage. Policy C-16-e The city shall evaluate the potential for the construction of “mother-in-law” apartments, back-lot housing units, or multiplefamily splits of existing houses followed by any necessary revisions in city policies. OBJECTIVE C-17 Encourage and facilitate urban infill by building and upgrading community and neighborhood public infrastructure and services that will enhance public health and convenience and the overall experience and quality of city living. Policy C-17-a Where appropriate and feasible, create priority infill area nodes that may include multi-purpose activity centers, indoor and outdoor recreation facilities, and day-care centers. Policy C-17-b The city shall identify and pursue measures to lower autodependence and encourage public transit (including pursuit of fixed guideway systems such as a monorail or people mover), bicycle use, and walking consistent with other transit-oriented development concepts and principles. Policy C-17-c Through its budget and capital improvement programs, the city shall upgrade off-site infrastructure, including streets, drainage, sidewalks and street trees, in priority infill areas and neighborhoods to support private and institutional infill projects. Public utility upgrades and fiber-optic access shall also be included as part of the public reinvestment work. Image / Site and Building Design OBJECTIVE C-20

As part of the city' s project review process, major emphasis will be given to site and building design in order to preserve functionality and community aesthetics.

Policy C-20-d Development projects shall be designed with appropriate layouts that provide sufficient areas for all proposed activities, for support functions, and for efficient and safe vehicular and pedestrian access.

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 12

[3]

Particular attention shall be given to location of proposed customer parking areas so as to not discourage pedestrian, bicycle and other forms of transit to the project site and so as to encourage multi-modal transit activity centers.

[4]

Safe vehicular, bicycle, and pedestrian access shall be provided and maintained. Access for the disabled shall be incorporated into project designs as required.

[5]

Buildings in shopping centers should be linked by pedestrian walkways.

[6]

Business and industrial parks should be created as integrated, “campus-like” settings, with uniformity of improvements and shared external bicycle and pedestrian access.

E. PUBLIC FACILITIES ELEMENT Transportation / Streets and Highways OBJECTIVE E-1

Provide a complete and continuous streets and highways system throughout the Fresno metropolitan area that is safe for vehicle users, bicyclists, and pedestrians and that provides efficient movement of people and goods consistent with the goals and objectives of this plan.

Policy E-1-c

Give the highest priority to street and highway improvements that will not jeopardize or negatively impact neighborhoods and other sensitive land uses (such as residences, hospitals, schools, natural habitats and open space areas). Additional considerations are as follows: [1] Added safety [2] Air quality [3] Maintenance of capacity and pavement integrity [4] Facilitation of multi-modal transportation system [5] Increased efficiency

Policy E-1-h

Participate in the development of freeways and other transportation corridors within the Fresno-Clovis Metropolitan Areas as multi-modal transportation corridors.

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 13

Policy E-1-j

Provide areas for pedestrian and other non-motorized travel that enhance the safety, utilization, and efficiency of the street system. Pedestrian travel should be encouraged as a viable mode of movement throughout the metropolitan area by providing safe and convenient pedestrian facilities in new and existing urban areas and particularly within the Central Area and urban core community centers.

Policy E-1-k

Pursue the funding for and development of sidewalks and bicycle lanes on all collector and arterial major streets and bike paths along all expressways.

Policy E-1-l

All commercial and office development should be linked with pedestrian, bicycle, and transit facilities.

Policy E-1-m

Achieve greater pedestrian accessibility to commercial uses from nearby neighborhoods.

Policy E-1-o

For new single-family residential subdivisions, sidewalks are required on both sides of local residential streets.

OBJECTIVE E-2:

Maintain a coordinated land use and circulation system that conforms to planned growth, minimizes traffic conflicts, reduces impacts on adjacent land uses, and preserves the integrity of existing neighborhoods.

Policy E-2-a

Pursue the implementation of Transportation Demand Management and Transportation System Management strategies, as identified by land use and air quality policies and actions of this plan, to reduce peak hour traffic demands and supplement the capacity of the transportation system.

Policy E-2-b

Minimize vehicular and vehicle-pedestrian conflicts on major streets and adjacent land uses through use of traffic design and control measures that reduce congestion and increase safety.

Policy E-2-l.

Utilize the model local residential street standards in the “Livable Neighborhood Development” implementation guidelines of October 2001 (prepared by Growth Alternative Alliance for “A Landscape of Choice”) for guidance in revision of Fresno’s local residential street types to achieve overall objectives of calming traffic, promoting pedestrian use and reducing the amount of land devoted to streets.

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OBJECTIVE E-3

Provide for efficient fiscal management and administration of the streets and highways service delivery system.

Policy E-3-b

Continue to seek and secure financing for all components of the transportation system through the use of special taxes, assessment districts, developer dedications and fees, or other appropriate mechanisms to be applied uniformly throughout the region.

Transportation / Rail Systems OBJECTIVE E-5

Policy E-5-f

Policy E-5-g

Promote continued growth of rail passenger and freight travel through a safe, efficient, and convenient rail system that is integrated with, rather than in conflict with, other modes of travel. Support the following improvements of the AMTRAK rail service to the Fresno Metropolitan Area and San Joaquin Region: [1]

provision of the maximum level of train service economically feasible for the San Joaquin route.

[2]

improvement of the AMTRAK station facilities.

[3]

provision of direct train service to the San Francisco/Oakland Bay Area, Sacramento, and the Los Angeles area.

Reduce the environmental impact of rail operations upon surrounding uses and improvements to the extent it is physically and economically practical.

OBJECTIVE E-6:

Preserve all existing rail lines and railroad alignments to provide for existing and future transportation uses including but not limited to freight and passenger rail, commuter rail and other local public transportation modes, private vehicle, and nonmotorized means of travel.

Policy E-6-b

When rail lines or alignments are proposed to be abandoned, consideration should be given to other transportation uses of the line or alignment, and all available and financially practical means available should be pursued to preserve these facilities and rights-of-ways for alternative transportation uses.

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 15

Policy E-6-c

Exercise all financially practical means available (negotiated agreement, public information, inter-governmental cooperation, legal challenge et al.) to gain the time and resources necessary to preserve rail lines and alignments proposed for abandonment before the land is sold to other entities or agencies that would prevent alternative transportation uses.

Policy E-6-d

Develop funding sources so that rail lines proposed for abandonment may be purchased and preserved for future purposes.

Transportation / Transit Systems OBJECTIVE E-7

Serve future population concentrations with feasible alternative transportation modes which are efficient, safe, and minimize adverse environmental impacts.

Policy E-7-a

Work to have the Fresno County Council of Governments initiate a detailed feasibility study of the incorporation of light rail transit service in major transportation corridors, freeway and railroad alignments, and in the Freeway 41 mid-rise/high-rise corridor.

Policy E-7-b

Include the potential for future light rail systems within all freeway corridors.

Policy E-7-c

Pursuant to Resolution of the City Council of December 18, 2001, support the planning and construction of a High Speed Rail Transit System in the San Joaquin Valley, utilizing the Union Pacific Railroad alignment, which would directly connect the major population centers within the valley and including a station stop in downtown Fresno.

Policy E-7-d

Support the development of a multimodal transportation terminal facility in, or in close proximity to, the Central Area.

OBJECTIVE E-8

Provide public transportation opportunities to the maximum number of people in the service area.

Policy E-8-a

Provide a transit system that meets the public transportation needs of the service area.

Policy E-8-b

Plan and develop the major street network to facilitate efficient direct transit routing that provides one-half mile coverage throughout the metropolitan area. Circuitous streets are more

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 16

difficult for public transit to efficiently serve than consistently spaced linear or semi-grid patterns for arterial and collector streets. Policy E-8-c

Pedestrian circulation, site access, and transit access shall be considered as important criteria for site and community development.

Policy E-8-d

Retail and office buildings shall be located near arterial and major collector streets served by public transit.

Policy E-8-e:

New residential developments (including planned unit developments with gated access or private streets and development with perimeter sound walls or other barriers) should provide safe, convenient pedestrian walkways that directly link residences and internal streets to transportation routes and transit stops as well as to nearby major activity destinations such as shopping centers, schools, and parks.

Policy E-8-f

Provide transit services that serve the elderly and physically impaired.

OBJECTIVE E-9

Policy E-9-a

[1]

Fresno Area Express (FAX) will operate or purchase paratransit service necessary to meet the requirements of the Americans with Disabilities Act of 1990.

[2]

FAX will continue to work with the elderly and physically impaired patrons and agencies representing these individuals in order to ensure appropriate accessible facilities are provided wherever operationally and financially feasible.

[3]

Evaluate and ensure proposed development projects are accessible to public transit services by individuals with mobility impairments.

Provide quality, convenient, and reliable public transportation service through an efficient and effective public transportation system. Promote and support the implementation of the principal transit corridor and transit corridor/route network as shown in Exhibit 8.

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Policy E-9-b

Encourage safety, appropriate frequency of bus service, reasonable fares and the provision of adequate service to satisfy the reasonable transit needs of patrons.

Policy E-9-c

FAX will review service productivity indicators and make necessary and appropriate service adjustment when operationally and financially feasible. A complete list of FAX service standards and productivity indicators is presented in the Short-Range Transit Plan for the Fresno/Clovis Urbanized Area.

Policy E-9-d

FAX will participate in the Council of Fresno County Governments'annual unmet needs hearing process to identify and resolve all unmet transit needs which are reasonable to meet.

Policy E-9-e

FAX will perform market analysis and target service improvements to those areas and populations with unmet transit needs and sufficient demand to support public transit service in order to maximize public transportation patronage.

Policy E-9-f

FAX will continue to develop and pursue public education programs and activities that encourage the use of public transit.

Policy E-9-g

Public transportation should be cost effective and beneficial.

Policy E-9-h

Support and participate in the provision of an integrated multimodal transportation system.

Policy E-9-i

Support implementation of a multimodal transportation system management program to provide safe and efficient intermodal connections and provide the maximum feasible access to multiple modes of transportation throughout the metropolitan area.

Policy E-9-j

Coordinate service to facilitate multimodal and intersystem transfer.

Policy E-9-k

Locate and design transportation system improvements to promote the coordination and continuity of all transportation modes and facilities, including park and ride facilities at major activity areas such as the Woodward Park Business Center at Friant Road and Freeway 41.

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Policy E-9-l

Coordinate public transportation policies with land use and air quality policies such that transit system investments are complementary to land use and air quality policies.

Policy E-9-m

Encourage mixed use intensive cluster-type development where consistent with general plan goals and policies.

Policy E-9-n

Identify the location of current and future residential and employment concentrations and activity centers throughout the transit service area in order to facilitate planning and implementation of optimal transit services for these uses.

Policy E-9-o

All new transit significant activity centers should be located immediately along designated principal transit corridors and transit corridors as identified by Exhibit 8. Other transit significant projects should be located immediately along these corridors or along existing or programmed bus routes.

Policy E-9-p

Encourage the conversion of auto-oriented development located along principal transit corridors and transit corridors to transit oriented land uses. Auto-oriented land uses like used car lots, car washes, gas stations, "big box" retail outlets, auto repair businesses, furniture stores, et cetera, should be encouraged to locate in auto-oriented strip development corridors.

Policy E-9-q

Discourage leapfrog development and encourage coordinated corridor development. Leapfrog development is very costly to serve with public transit and other public services.

Policy E-9-r

Continue to review development proposals in transportation corridors to ensure they are designed to facilitate transit. Refer all projects that have residential or employment densities suitable for transit services, locations along existing or planned transit corridors, or that otherwise have the potential for transit orientation, for review by FAX and consider FAX comments into development analysis.

Policy E-9-s

Promote the development of the Central Area as the region’s principal employment center and public transportation hub.

Policy E-9-t

Coordinate with city, county, and regional agencies to promote efficient transportation policies. Continue to work with the Council of Fresno County Governments, Caltrans, Madera County, and other jurisdictions to encourage regional land use and transportation policies.

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Policy E-9-u

Review local and regional transportation plans and capital improvement plans to ensure that only projects consistent with this element are being proposed and funded.

Policy E-9-v

Support continued state and federal legislation that creates incentives that reduce dependency and encourage the use of alternatives to the single occupant vehicle without compromising travel mobility.

Policy E-9-w

Within five years of the general plan’s adoption, with regionwide multiple-agency coordination and financial participation, consider the feasibility of initiating a Major Investment Study (MIS) to evaluate potential corridors and technologies for high capacity fixed and/or automated guideway transit systems such as a monorail or people mover system.

Policy E-9-x

Evaluate a modification to the city code that would provide for a maximum number of parking spaces allowed rather than a minimum number of parking spaces required, and consider developing a schedule for gradually reducing the maximum number of parking spaces allowed on transit corridors where transit is a viable alternative.

Policy E-9-y

Support the implementation of transportation control measures in order to meet the performance standards of the California Clean Air Act.

Policy E-9-z

Identify and support the implementation of measures that will encourage, assist, or require the expanded use of telecommuting and other telecommunications technologies to reduce congestion, energy use, and air emissions (i.e., work at home, dispersed telecommute work centers, teleconferencing).

Policy E-9-aa Support the proposed California High Speed Rail corridor in the vicinity of the Union Pacific Railroad corridor connecting Los Angeles and the San Francisco Bay Area. Policy E-9-bb Local jurisdictions should jointly consider developing a method for determining the impacts of new development on the public transit system and should consider assessing a fee on new development sufficient to cover the fair share portion of that development’s impacts to the public transportation system that is not covered by other funding sources.

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Policy E-9-cc Bus bay turnouts and site improvements (including improvements associated with bus stop accessibility for the physically impaired such as curb cuts for wheelchair access) should be required where development occurs along established or proposed transit routes. The costs associated with these improvements should be paid by the site developer. Bus bay development standards and stop accessibility standards are contained in the Fresno Area Express Transit Facilities Development Standards document. Transportation / Bikeways OBJECTIVE E-13

To establish and maintain a continuous and easily accessible bikeway system throughout the metropolitan area that will facilitate bicycling as both a viable transportation alternative and a recreational activity.

Policy E-13-a Provide bikeways in proximity to major traffic generators such as commercial centers, schools, recreational areas, and major public facilities. Policy E-13-b Require major traffic generating uses (major shopping centers, office complexes, public service facilities, et al.) to design onsite parking and circulation areas to facilitate bicycle travel. Policy E-13-c Wherever possible, provide linkages between bikeways, the city’s multi-purpose trails, and other regional networks such as the San Joaquin River Trail (see Exhibit 9). Policy E-13-d Prepare and implement a more specific bikeway plan and implementation program for the established urban area where deficient major street right-of-way widths have deterred bikeway development. Policy E-13-e

Develop bikeways that are continuous and provide linkages to other bicycle facilities. Give priority to bikeway components that link existing separated sections of the system or that serve the highest concentration of cyclists and destination areas of highest demand.

OBJECTIVE E-14

Encourage increased bicycle usage by providing the most safe and secure bicycle facilities feasible, and by promoting traffic safety awareness by both bicyclists and motorists.

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Policy E-14-a Require that development projects adjacent to a designated bikeway provide adequate right-of-way and construct necessary improvements to implement the planned bikeway system. Construction of new major streets or reconstruction of existing major streets shall also provide for the planned bikeway system to the extent feasible. Where inadequate right-of-way is available within established areas alternative bikeway alignments or routes shall be pursued consistent with Policy E13-d. Policy E-14-b Provide not less than ten feet of street width (five feet for each travel direction) to implement bike lanes for designated bikeways along major streets (as provided by adopted City of Fresno Public Works Standards) except as determined in accordance with Policies E-14-a. and E-13-d. Provide adequate easement and improvements to implement separate bike paths where designated by an adopted community plan, specific plan, or other general plan element. Policy E-14-c Develop a visually clear, simple, and consistent bicycle system with clearly defined areas, boundaries, and standard signs and markings as designated by the State of California Highway Design Manual/Chapter 1000/Bikeway Planning and Design. Policy E-14-d Cooperate with other public agencies (school districts, County of Fresno, San Joaquin Valley Unified Air Pollution Control District, Regional Transportation Planning Agency, et al.) to fund and develop an expanded program of education on the “rules of the road” and rights for cyclists and motorists, both through mass media and through school and private efforts. Policy E-14-e: Provide regular sweeping and other necessary maintenance to clear bikeways of dirt, glass, gravel, and other debris. Policy E-14-f

Initiate a program to install safe drainage grates along designated bikeways.

Policy E-14-g Provide adequate route lighting. Policy E-14-h Promote the installation of bicycle locking racks and bicycle parking facilities at public buildings, transit facilities, public and private parking lots, and recreational facilities. Policy E-14-i

Continue to provide bike racks or space for bicycles on Fresno Area Express buses.

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Policy E-14-j

Continue to monitor and evaluate the effectiveness of bikeway facilities and implement measures as appropriate to enhance usage, safety, and efficiency.

Policy E-14-k Facilitate the linkages between bikeways and other modes of transportation. Transportation / Trails OBJECTIVE E-15

Establish a network of pedestrian, bicycle, and where appropriate, equestrian trails to serve residential areas and to link residential areas with activity centers such as parks and recreational facilities, educational institutions, employment centers, cultural sites, and other focal points of the city environment, in order to enhance the community' s recreational and alternative transportation opportunities and to provide visual and physical amenities.

Policy E-15-a Develop a network of multi-purpose trail corridors as shown on Exhibit 9, and as may be further identified through an applicable planning or development entitlement process that further defines the Fresno-Clovis Metropolitan Area Trail System (plan adoption or amendment as provided by the Local Planning and Procedures Ordinance, Official Plan Line process, or other by employing appropriate linear rights-of-way along existing features such as riparian corridors, drainage and irrigation easements, utility easements, abandoned railroad rights-of-way, and major street corridors. Policy E-15-b Designate and design trails in accordance with design standards (considering guidelines in the 1990 Master MultiPurpose Trails Manual and other publications as may be recognized or endorsed by the Federal Highway Administration (FHWA), Caltrans or the City of Fresno), which give consideration to all trail users and which provide for appropriate widths, surfacing, drainage, design speed, barriers, fences, signage, visibility, intersections, bridges, and street cleaning. Trail improvements and characteristics (accessibility, continuity, width and location, surface treatment, et al.) within the Fancher Creek water conveyance and riparian corridor, and other alignments which are immediately adjacent to existing or planned residential properties, shall be determined by the city council after providing appropriate public participation as required for the adoption of a Specific

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Plan in accordance with the provisions of the Local Planning and Procedures Ordinance (Fresno Municipal Code Section 12-6-1 et seq.) and the Planning Guidelines. Schools Policy E-28-b When requested by a school district, consider supporting or participating in the realignment of school district boundaries, if appropriate, to enhance the efficient utilization school facilities, [the] development and/or joint use of public facilities; and transportation, counseling, behavioral modification, training or other programs designed to maximize access to, and use of, educational facilities. OBJECTIVE E-29

Plan for the location and design of schools to ensure their physical and functional compatibility with surrounding urban development and improvements, and to promote their role as the focal point of neighborhood and community activity

Policy E-29-a Schools should be located and designed to facilitate safe and convenient access to circulation systems including pedestrian and bicycle routes whenever possible; maintain compatibility with surrounding land uses;…and support the overall community design objectives of the general plan, community plan or specific plan. [1]

Work closely with representatives of public and private schools during the preparation and amendment of plans (particularly land use, circulation and public facilities elements), and the processing of development proposals, to ensure that plan policies are well-conceived and effectively implemented.

[2]

Require school districts to provide necessary street improvements, pedestrian facilities, public facilities and public services at each new school site.

Policy E-29-b Pursue the cooperative development and utilization of school sites with adjacent neighborhood parks for both school activities and non-school related recreational activities. Policy E-29-f

The following considerations are presented as recommended criteria for school site location planning and may be supplemented or modified by community and specific plan policies

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[1]

Locate and design elementary school sites to provide safe and convenient access; and, reduce conflicts with neighborhood traffic, sources of excessive noise, and incompatible land uses (such as multiple family residential, commercial or industrial developments)

[2]

Locate middle and high school sites immediately adjacent to major streets. Whenever possible, high school sites with stadiums should have access to an arterial street

H. OPEN SPACE / RECREATION ELEMENT Master Parks Plan Policy F-1-d

Provide for the continuing development of a public system to meet the community’s needs for both active and passive recreation with an adequate supply of recreational space, an appropriate mix of park types, and an equitable distribution of these facilities.

Policy F-1-e

Public park types are classified as follows and are to be developed according to the standards specified: Mini-Parks ("Pocket Parks"). Small parks, generally less than two acres, located near higher-density development. These parks fill a void when larger parks are not feasible and when adequate open space and recreational opportunities within nearby residential development projects are not provided. As a general rule, these small parks are best suited to providing landscaped, shaded areas for non-programmed passive enjoyment. However, flexibility should be allowed in planning mini-park facilities, to meet specialized and changing needs of neighborhoods (for instance, predominantly senior citizen neighborhoods may desire meeting places or gardening areas; other neighborhoods may need tot lots, or surfaced courts for teenagers to play ball). While mini-parks may serve smaller neighborhoods, their size makes them inefficient and more costly to maintain (per person served). While they provide some open space in urban areas, mini-parks cannot replace the larger neighborhood parks in providing a wide range of recreation activities. Neighborhood Parks. Semi-active parks of five to ten acres, designed to serve residents living within a one mile radius of the

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site, or to serve between 10,000 and 15,000 residents. In addition to irrigated landscaping, typical improvements for neighborhood parks include softball/soccer fields, lighted tennis courts, lighted multi-purpose courts, tot lots, picnic areas, restrooms, equipment checkout rooms, and parking lots. Whenever possible, neighborhood parks are to be located adjacent to elementary schools, to facilitate cooperative arrangements. When sited next to schools, a minimum size of five acres is indicated for neighborhood parks. When not adjacent to school sites, neighborhood parks are developed as a "stand alone" park: a minimum site size of 7.5 acres is indicated, and "stand alone" parks should also include a multi-purpose room approximately 2,000 square feet in size. Community Parks. These parks are ideally twenty acres in size. They are intended to serve residents living within a two to four mile radius, or to serve a population of between 50,000 and 80,000 residents. Community parks may have lighted sport fields and specialized equipment not found in neighborhood parks. The community park is the nucleus of the park system, where members of the community can congregate for area-wide functions or programs. At the heart of the park is the community center building of 25,000 to 30,000 square feet, which may provide at least the following facilities and services: - gymnasium (with showers and lockers). - multi-purpose room. - meeting rooms. - senior activity center. - administrative offices. - snack bar and kitchen facilities. Regional Parks. These parks are generally 100 or more acres in extent. They are developed to serve residents living within each quadrant of the city. This type of park serves a population of approximately 100,000 residents with active and passive recreational opportunities. In addition to facilities for various outdoor sports, regional park improvements may include picnic shelters, hiking trails, lakes, streams, public gardens, and other amenities not normally located in an urban setting. These parks are the only city recreational sites large enough to set aside wildlife habitat and offer non-programmed, nature-oriented recreational opportunities. The San Joaquin River Parkway. This area is being developed into a "super-regional" park, serving not only the City,

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but residents of Fresno and Madera counties. Its unique recreational opportunities and ecological features also draw visitors from throughout the state. The parkway plan, discussed in detail in the Open Space/Recreation Element, encompasses developed recreational sites, interpretive and educational sites, and natural habitat areas. Intercalated with the public portions of the parkway is private land used for recreation, agriculture, surface mining (and processing of extracted minerals), and other approved existing uses. School Grounds/Playfields. School sites comprise a large inventory of recreational open space areas which can provide recreational space for organized activities such as soccer, youth baseball, tennis, and other exercise, and gym uses. The playfield program operates through joint use agreements between the city and school districts which own the sites. The program currently offers programmed and non-programmed activities, primarily serving elementary school-aged children living within a one-half mile radius of the school. Ponding Basins. Whenever feasible, Fresno Metropolitan Flood Control District (FMFCD) provides opportunities for recreational open space through public use of storm drainage/groundwater recharge basins (see Table 7). Some basins are developed as park sites with play equipment; others have play fields, and still others are maintained as open turfed areas. OBJECTIVE F-3

The city will make every effort to ensure that park and recreational facilities make the most efficient use of land; that they are designed and managed to provide for convenience, health, safety, and pleasure of the intended users; and that they represent positive examples of design and energy conservation.

Policy F-3-a

The location of park and recreation sites should be central and accessible to the population served, while preserving the integrity of the surrounding neighborhood.

Policy F-3-b

Public open space should be linked to major activity centers through a series of landscaped linear walkways and bikeways that enhance and encourage pedestrian use.

OBJECTIVE F-5

The city will continue to coordinate with other agencies and organizations providing recreation facilities and services.

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Policy F-5-c

Where feasible, school sites should be used for city recreation programs in order to provide a wider range of recreation programs and maximize the efficient use, maintenance, and supervision of public facilities. The city should continue to enter joint use agreements with school districts in the metropolitan area to expand recreational playfield programs.

Policy F-5-f

The city should coordinate with private interests such as commercial, industrial, and residential real estate developers to meet community needs while minimizing the cost of providing park and recreation facilities.

G. RESOURCE CONSERVATION ELEMENT Air Quality OBJECTIVE G-1

In cooperation with other jurisdictions and agencies in the San Joaquin Valley Air Basin, take necessary actions to achieve and maintain compliance with state and federal air quality standards.

Policy G-1-a

Support and encourage regional, state and federal programs and actions for the improvement of air quality.

Policy G-1-b

As affirmed by Resolution of the City Council on April 9, 2002, implement the list of Reasonably Available Control Measures (RACM) submitted by the San Joaquin Valley Air Pollution Control District (SJVAPCD) to the Environmental Protection Agency as part of the Ozone Attainment Plan designed to reduce ozone forming emissions from operations and/or services the city controls.

Policy G-1-c

Preserve reasonable compatibility between Federal/State Air Quality Attainment and Maintenance Plans and the Fresno General Plan and its resulting urban development. [1]

Develop and incorporate air quality maintenance considerations in the preparation and review of land use plans and development proposals.

[2]

Maintain internal consistency within the general plan between policies and programs for air quality resource conservation and the policies and programs of other general plan elements.

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[3]

Utilize appropriate computer models (software recommended by San Joaquin Valley Air Pollution Control District or other air quality agencies) to evaluate air quality impacts of projects that require environmental review by the City of Fresno.

[4]

Information regarding land use plans, development projects, and amendments to development regulations will continue to be routed to the San Joaquin Valley Air Pollution Control District for that agency' s review and comment on potential air quality impacts.

Policy G-1-d

Continue to implement broad scale general plan strategies to decrease the generation of air pollution through the reduction of vehicle miles traveled, excessive vehicle traffic congestion and excessive engine idling by implementation of public transportation and other alternatives to private automobile travel.

Policy G-1-e

Maintain the following general plan land use policies and supportive city regulations: [1]

multi-use activity center and high-intensity transportation corridor concepts that locate the most intensive commercial and employment activities so that they are proximal to higher density residential areas or are readily accessible from main transportation routes.

[2]

contiguous urban expansion through implementation of the city' s Urban Growth Management program and by agreements with the county that control or preclude urban development outside incorporated boundaries.

[3]

infill and appropriately intensified development within the center city and other appropriate locations near transportation routes to reduce peripheral urban development. This is encouraged through plans and policies that endorse more intensive land uses and use of incentives such as those available in redevelopment areas and the Fresno Enterprise Zone, Community Development Block Grant (CDBG) funding for public improvements, and development fee or public improvement cost reductions funded by appropriate council approved programs and mechanisms.

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[4]

mixed land use development guidelines that provide more pedestrian-oriented neighborhoods by siting commercial, light industrial, institutional (school, church) and office uses within residential areas. The city' s Local Planning and Procedures Ordinance allows for special permits and master-planned developments which integrate compatible mixed uses, however, a comprehensive revision of the Zoning Ordinance is appropriate to facilitate more innovative development concepts.

[5]

density transfer provides for the reallocation of dwelling units within specified areas where transportation and other infrastructure can support increased densities.

[6]

subdivision and other residential development designs which facilitate pedestrian access to bus stops and other transportation routes.

[7]

maintain and improve transit-related requirements for development, including on-site bus parking and loading lanes with passenger and driver facilities at major shopping centers and other high-traffic locations.

[8]

expand programs to reduce traffic congestion and improve traffic flow. Particular effort should be placed on further improvement of traffic signalization to reduce stop-and-go traffic, which causes excess vehicle emissions from excessive idling. This program requires various strategies and equipment, including optimized signal timing, interconnected signals, traffic-actuated signals, computer based controls, channelized intersections, and additional turn lanes.

[9]

complete the city' s network of alternative bicycle and pedestrian transportation routes: the Master Trail system' s pedestrian and bikeway components, bicycle lanes on streets, and ancillary safety and convenience facilities to encourage use of these alternative modes of transport.

[10] provide for additional landscaping which helps maintain and improve air quality, by continuing to increase the extent of landscaped areas in the city using street trees, parking lot shading, median islands, and landscape buffers.

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Policy G-1-f

Maintain the city' s construction standards that require cleaner burning wood heaters [NOTE: A City ordinance was subsequently adopted to prohibit installation of any woodburning fireplace or wood heater]

Policy G-1-g

Support and encourage employer implementation of staggered work hours and employee incentives to use carpools, public transit and other measures to reduce vehicular use and traffic congestion.

Policy G-1-h

Support efforts to enforce vehicle registration requirements and compliance with vehicle emission standards.

Policy G-1-i

Encourage development proponents to offset or mitigate project air pollution emissions by buying and removing older, higherpolluting vehicles from service.

Policy G-1-j

Control and reduce air pollution emissions from city operations and facilities. The city Department of Administrative Services Fleet and General Services Divisions will undertake the following:

Policy G-1-k

[1]

continue to explore the potential for using alternative fueled vehicles in city fleets.

[2]

preventive maintenance schedules that will ensure efficient engine operation.

[3]

air conditioning recycling and charging stations at vehicle maintenance facilities, to reduce Freon gases being released into the atmosphere. Electrostatic filtering systems in city maintenance shops, when feasible or when required by health regulations.

[4]

satellite corporation yards for decentralized storage and vehicle maintenance, if cost-effective and demonstrated to reduce vehicle miles traveled.

[5]

conversion of city-owned emergency backup generators to natural gas fuels whenever this would be safe, costeffective, feasible, and dependable.

Continue efforts to improve Fresno Area Express technical performance, emission levels, and system operations, through such measures as:

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Policy G-1-l

[1]

select and maintain bus engines, transmissions, fuels, and air conditioning equipment for efficiency and low air pollution emissions.

[2]

site new transit centers and other multi-modal transportation transfer facilities to maximize utilization of mass transit.

[3]

continue efforts to improve on-time performance, increase frequency of service, extend hours of operation, add express bus service, and align routes to capture as much new ridership as possible.

[4]

initiate a program to allow employers and institutions (e.g., educational facilities) to purchase blocks of bus passes at a reduced rate to facilitate their incentive programs for reducing single-passenger vehicle use.

Airport operations shall be reviewed for opportunities to improve and maintain air quality. Such measures as the following shall be explored: [1]

mowing or spraying herbicide on weeds in unpaved airfield areas (rather than disking them) to reduce dust.

[2]

limiting the use of Fresno Air Terminal' s aircraft burn safety drill pit to training for on-airport safety agencies.

[3]

encouraging aircraft operators to use flight training simulators as a substitute for training flights in actual aircraft, whenever possible.

[4]

increasing the city' s role in monitoring airport tenant compliance with regulations for vapor recovery systems and other fueling/defueling operations.

[5]

establishing a procedure to open additional exit booths when the number of vehicles waiting to exit airport parking lots exceeds a specified amount of stacking.

Policy G-1-m The Public Works Department shall continue to play a pivotal role in air quality improvement through such measures as: [1]

continued implementation of bikeway, bike path, and pedestrian trail plans.

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[2]

continued pursuit of grade separations where railroads intersect with city streets.

[3]

continued pursuit of adequate funding for computercontrolled, synchronized traffic signal systems.

[4]

reduction and prevention of entrained dust by routine wet street sweeping, hardscaping of curb/gutter and road shoulder areas, and elimination of unpaved parking lots.

Policy G-1-n

The Department of Public Utilities shall continue to pursue opportunities to reduce air pollution by using methane gas from the old city landfill, and continuing to use methane from the city' s wastewater treatment process, to fuel cogeneration.

Policy G-1-o

Whenever feasible, the Police Department shall reduce air pollution through such measures as:

Policy G-1-p

[1]

placement and use of police dressing stations within or near field personnel work areas.

[2]

use of existing community facilities as walk-in crime prevention centers.

[3]

expansion of public services at dressing stations and/or community walk-in facilities--for example, making it possible to file police reports or obtain copies of police reports at these satellite sites.

[4]

handling certain types of calls for police service and records requests by telephone.

[5]

police vehicle fleet management program to increase efficiency in the use of vehicles.

[6]

bicycling and walking police beats in some areas.

Evaluate and pursue long-range transportation measures that are determined to be effective in reducing air pollution, including the following: [1]

development of express bus corridors on principal transit routes and light rail service in railroad rights-of-way that are proposed for abandonment in the city.

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Policy G-1-q

[2]

determine feasibility and pursue implementation of a masstransit corridor utilizing a fixed or automatic guideway system or other suitable state-of-the-art people-mover technology to support the planned high residential densities and intensive uses in the city' s Mid-Rise/HighRise Corridor along Freeway 41, extending from Freeway 99 northerly to Audubon Drive.

[3]

addition of high occupancy vehicle (HOV) travel lanes on freeways serving the Fresno-Clovis-Madera urban area.

[4]

identify and pursue measures that enhance the city' s ability to obtain or use land for on-site bus turning and parking areas and construct attendant employee and passenger facilities.

Examine potential sources of revenue to pay for air quality improvement measures. With a nexus study to demonstrate the need for and benefit of this type of program, revenue collected to combat air pollution could be used for the following prioritized air quality-oriented programs: [1]

computerization/synchronization of the city' s traffic signals.

[2]

mass transit improvements and operating subsidy.

[3]

development of alternative modes of transportation such as bike lanes/paths and trails.

[4]

remedial improvement of existing congested intersections and underdeveloped planned city streets.

[5]

the planting of more trees and other landscaping in the city.

Energy Conservation OBJECTIVE G-9

Reduce the consumption of non-renewable energy resources by requiring and encouraging conservation measures and the use of alternative energy sources.

Policy G-9-a

The city shall continue its leadership role in energy conservation through its own facilities and operations.

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[1]

The city shall continue its existing beneficial energy conservation programs.

[2]

All new construction and major renovations in municipal buildings shall conform to applicable Title 24 energy standards.

Policy G-9-b

The city shall periodically consult with utilities and regulatory, and state-level planning agencies to refine service demand estimates and to facilitate area-wide energy distribution.

Policy G-9-c

Through its regulation of land use planning and development, the city will provide for energy conservation. [1]

Current energy-efficient planning and construction guidelines will be maintained.

[2]

Environmental review of development projects (including changes in land use designations) will include a description of energy consumption and conservation features that are, or feasibly could be, incorporated into these projects.

[3]

Siting, building orientation, structural design, and landscaping of a proposed land use or development project will be considered in relation to energy efficiency. Energy efficiency will be a factor that is considered in the decision process for projects.

[4]

In regard to the Solar Rights and Solar Shade Acts of 1978, the city shall observe provisions in state law regarding solar access and shall continue to study whether further legislation is necessary.

[5]

At the interface of commercial or industrial and residential land uses, or the interface of multi-family with single-family residential land uses, height restrictions and/or setbacks should be used at the common boundary to ensure solar access to structures on both sides of the boundary.

[6]

Updated information on California Title 24 and other energy conservation guidelines and measures will be made available to staff and the area construction industry.

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I. SAFETY ELEMENT Hazardous Materials OBJECTIVE I-6

Reduce and control the adverse effects of hazardous materials on the public' s health, safety, and welfare so as to promote the public health and welfare of local residents and the productive capacity of industry.

Policy I-6-a

Hazardous materials will be defined as those that, because of their quantity, concentration, physical or chemical characteristics, pose a significant potential hazard to human health, safety, or the environment. Specific federal, state, and local definitions and listings of hazardous materials will be used by the City of Fresno.

Policy I-6-b

The city will coordinate and cooperate with other local, state, and federal agencies with expertise and responsibility for hazardous materials.

Policy I-6-e

Through the environmental review process for land use plans and other development projects, the city will continue to identify and assess the health- and safety-related implications of storage, use, and disposal of hazardous materials.

Policy I-6-i

The city will utilize conditions for development projects, will adopt and enforce ordinances, and will use its police powers for land use regulation, code enforcement and nuisance abatement in order to prohibit the inappropriate use of, and/or discharge of, toxic and hazardous materials to the atmosphere, to wastewater collection and storm drainage systems, to groundwater, and to surface bodies of water, when such use or discharge threatens public health, safety, or general welfare.

Policy I-6-j

Disaster and emergency response preparedness and planning for the city will include procedures and policies appropriate to hazardous materials.

Policy I-6-l

The city will continue to assist in providing information to the public on hazardous materials.

See also: 2025 Fresno General Plan Appendix A, Growth Alternatives Alliance “Landscape of Choice – Principles and Strategies” and Appendix B, the Ahwahnee Principles

Prior to approval of land use entitlement application

Prior to approval of land use entitlement application

B-2. Development projects that are consistent with plans and policies but that could affect conditions on major street segments predicted by the General Plan MEIR traffic analysis to perform at an ADT LOS E in 2025, with planned street improvements, shall not cause conditions on those segments to be worse than LOS E before 2025 without completing a traffic and transportation evaluation. This evaluation will be used to determine appropriate project-specific design measures or street/ transportation improvements that will contribute to achieving and maintaining LOS E.

B-3. Development projects that are consistent with plans and policies but that could affect conditions on major street segments predicted by the General Plan MEIR traffic analysis to perform at an ADT LOS F shall not cause further substantial degradation of conditions on those segments before 2025 without completing a traffic and transportation evaluation.

This evaluation will be used to determine appropriate project-specific design measures or street/ transportation improvements that will contribute to achieving and maintaining a LOS equivalent to that anticipated by the General Plan. Further substantial degradation is defined as an increase in the peak hour vehicle/capacity (v/c) ratio of 0.15 or greater for roadway segments whose v/c ratio is estimated to be 1.00 or higher in 2025 by the General Plan MEIR traffic analysis.

Prior to approval of land use entitlement application

WHEN IMPLEMENTED

B-1. Development projects that are consistent with plans and policies but that could affect conditions on major street segments predicted by the General Plan MEIR traffic analysis to perform at an Average Daily Traffic (ADT) level of service (LOS) D or better in 2025, with planned street improvements, shall not cause conditions on those segments to be worse than LOS E before 2025 without completing a traffic and transportation evaluation. This evaluation will be used to determine appropriate project-specific design measures or street/transportation improvements that will contribute to achieving and maintaining LOS D.

MITIGATION MEASURE

NOTE: Letters B-Q in mitigation measures refer to the respective section of Chapter V of MEIR No. 10130/SCH 2001071097

Following is the mitigation monitoring checklist from MEIR No. 10130 (SCH NO. 2001071097) as applied to the above-noted Project Environmental Assessment as required by City Council Resolution No. 2002-378, adopted on November 19, 2002, certifying the MEIR for the 2025 Fresno General Plan Update.

Excerpt: Measures Relating to Air Quality and Global Climate Change

Public Works Dept./ Transportation Planning/Planning and Development Dept.

Public Works Dept./ Transportation Planning/Planning and Development Dept.

Public Works Dept./ Transportation Planning/Planning and Development Dept.

COMPLIANCE VERIFIED BY

A

B

C

D

E

A - Incorporated into Project B - Mitigated C - Mitigation in Progress D - Responsible Agency Contacted E - Part of City-wide Program F - Not Applicable

MITIGATION MONITORING CHECKLIST MASTER ENVIRONMENTAL IMPACT REPORT (MEIR) NO. 10130 / SCH No. 2001071097 2025 FRESNO GENERAL PLAN

F

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 37

2025 Fresno General Plan MEIR Mitigation Measures Relating to Air Quality and Global Climate Change (continued) MITIGATION MEASURE

WHEN IMPLEMENTED

COMPLIANCE VERIFIED BY

B-4. For development projects that are consistent with plans and policies, a site access evaluation shall be required to the satisfaction of the Public Works Director. This evaluation shall, at a minimum, focus on the following factors:

Prior to approval of land use entitlement application

Public Works Dept./ Transportation Planning/Planning and Development Dept.

B-5. Circulation and site design measures shall be considered for development projects so that local trips may be completed as much as possible without use of, or with reduced use of, major streets and major street intersections. Appropriate consideration must also be given to compliance with plan policies and mitigation measures intended to promote compatibility between land uses with different traffic generation characteristics.

Prior to approval of land use entitlement application

Public Works Dept./ Transportation Planning/Planning and Development Dept.

B-6. New development projects and major street construction projects shall be designed with consideration and implementation of appropriate features (considering safety, convenience and costeffectiveness) to encourage walking, bicycling, and public transportation as alternative modes to the automobile.

Prior to approval or prior to funding of major street project.

Public Works Dept./ Transportation Planning/Planning and Development Dept.

B-7. Bicycle and pedestrian travel and use of public transportation shall be facilitated as alternative modes of transportation including, but not limited to, provision of bicycle, pedestrian and public transportation facilities and improvements to connect residential areas with public facilities, shopping and employment. Adequate rights-of-way for bikeways, preferably as bicycle lanes, shall be provided on all new major streets and shall be considered when designing improvements for existing major streets.

Ongoing

Public Works Dept./ Transportation Planning/Planning and Development Dept.

a.

Disruption of vehicular traffic flow along adjacent major streets, appropriate design measures for on-site vehicular circulation and access to major streets (number, location and design of driveway approaches), and linkages to bicycle/pedestrian circulation systems and transit services.

b.

In addition, for development projects that the City determines may generate a projected 100 or more peak hour vehicle trips (either in the morning or evening), the evaluation shall determine the project’s contribution to increased peak hour vehicle delay at major street intersections adjacent or proximate to the project site. The evaluation shall identify project responsibilities for intersection improvements to reduce vehicle delay consistent with the LOS anticipated by the 2025 Fresno General Plan. For projects which affect State Highways, the Public Works Director may direct the site access evaluation to reference the criteria presented in Caltrans Guide for the Preparation of Traffic Impact Studies.

A

B

C

D

E

F

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 38

2025 Fresno General Plan MEIR Mitigation Measures Relating to Air Quality and Global Climate Change (continued) MITIGATION MEASURE C-1. In cooperation with other jurisdictions and agencies in the San Joaquin Valley Air Basin, the City shall take the following necessary actions to achieve and maintain compliance with state and federal air quality standards and programs. a.

Develop and incorporate air quality maintenance considerations into the preparation and review of land use plans and development proposals.

b.

Maintain internal consistency within the General Plan between policies and programs for air quality resource conservation and the policies and programs of other General Plan elements. City departments preparing environmental review documents shall use computer models (software approved by local and state air quality and congestion management agencies) to estimate air pollution impacts of development entitlements, land use plans and amendments to land use regulations.

c.

d.

WHEN IMPLEMENTED

COMPLIANCE VERIFIED BY

Ongoing

Planning and Development Department

Ongoing

Fresno Area Express

Ongoing

Various city departments

A

B

C

D

E

Continue to route information regarding land use plans, development projects, and amendments to development regulations to the SJVAPCD for that agency’s review and comment on potential air quality impacts.

C-2. The City shall continue efforts to improve technical performance, emissions levels and system operations of the Fresno Area Express transit system, through such measures as: a.

Selecting and maintaining bus engines, transmissions, fuels and air conditioning equipment for efficiency and low air pollution emissions.

b.

Siting new transit centers and other multi-modal transportation transfer facilities to maximize utilization of mass transit.

c.

Continuing efforts to improve transit on-time performance, increase frequency of service, extend hours of operation, add express bus service and align routes to capture as much new ridership as possible.

d.

Initiating a program to allow employers and institutions (e.g., educational facilities) to purchase blocks of bus passes at a reduced rate to facilitate their incentive programs for reducing singlepassenger vehicle use.

C-3. The City shall implement all of the Reasonably Available Control Measures (RACM) identified in Exhibit A of Resolution No. 2002-119, adopted by the Fresno City Council on April 9, 2002. These measures are presented in full detail in Table VC-3 of the MEIR.

X

F

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 39

2025 Fresno General Plan MEIR Mitigation Measures Relating to Air Quality and Global Climate Change (continued) MITIGATION MEASURE

WHEN IMPLEMENTED

COMPLIANCE VERIFIED BY

D-1. The City shall monitor impacts of land use changes and development project proposals on metropolitan water supply facilities and the groundwater aquifer.

Ongoing

Dept of Public Utilities and Planning and Development Dept

D-2. The City shall ensure the funding and construction of facilities to mitigate the direct impacts of land use changes and development within the 2025 General Plan boundaries. Groundwater wells, pump stations, recharge facilities, water treatment and distribution systems shall be expanded incrementally to mitigate increased water demands. Site specific environmental evaluations shall precede the construction of these facilities. Results of this evaluation shall be incorporated into each project to reduce the identified environmental impacts.

Ongoing

Department of Public Utilities and Planning and Development Department

D-3. The City shall implement the Fresno Metropolitan Water Resources Management Plan and update this plan as necessary to ensure the cost-effectiveness use of water resources and continued availability of good-quality groundwater and surface water supplies.

Ongoing

Department of Public Utilities

D-7. The City shall advocate that the San Joaquin River not be channelized and that levees shall not be used in the river corridor for flood control, except those alterations in river flow that are approved for surface mining and subsequent reclamation activities for mined sites (e.g., temporary berms and small side-channel diversions to control water flow through ponds).

Ongoing

Planning and Development Department

D-8. The City shall maintain a comprehensive, long-range water resource management plan that provides for appropriate management of all sources of water available to the planning area which is periodically updated to ensure that sufficient and sustainable water supplies of good quality will be economically available to accommodate existing and planned urban development.

Ongoing

Department of Public Utilities

A

B

C

D

E

F

Ongoing

Ongoing

Ongoing

Ongoing

Ongoing

Ongoing

Ongoing

E-2. To minimize the inefficient conversion of agricultural land, the City shall pursue the appropriate measures to ensure that development within the planned urban boundary occurs consistent with the General Plan and that urban development occurs within the city’s incorporated boundaries.

E-3. The City shall pursue appropriate measures, including recordation of right to farm covenants, to ensure that agricultural uses of land may continue within those areas of transition where planned urban areas interface with planned agricultural areas.

F-1. The City shall ensure the provision for adequate trunk sewer and collector main capacities to serve existing and planned urban and economic development, including existing developed uses not presently connected to the public sewer system, consistent with the Wastewater Master Plan. Where appropriate, the City will coordinate with the City of Clovis and other agencies to ensure that planning and construction of facilities address regional needs in a comprehensive manner.

F-2. The City shall continue the development and use of citywide sewer flow monitoring and computerized flow modeling to ensure the availability of sewer collection system capacity to serve planned urban development.

F-2-a. The City shall provide for containment and management of leathers and sludge adequate to prevent groundwater degradation.

F-3. The City shall ensure the provision of adequate sewage treatment and disposal by using the Fresno-Clovis Regional Wastewater Reclamation Facility as the primary facility when economically feasible for all existing and new development within the General Plan area. Smaller, subregional wastewater treatment facilities may also be constructed as part of the regional wastewater treatment system, when appropriate. Site specific environmental evaluation and development of Waste Discharge Requirements by the Regional Water Quality Control Board shall precede the construction of these facilities. Mitigation measures identified in these evaluations shall be incorporated into each project to reduce the identified environmental impacts.

WHEN IMPLEMENTED

E-1. The City shall continue to implement and pursue strengthening of urban growth management service delivery requirements and annexation policy agreements, including urging that the county continue to implement similar measures within the boundaries of the 2025 Fresno General Plan, to promote contiguous urban development and discourage premature conversion of agricultural land.

MITIGATION MEASURE

Dept. of Public Utilities

Dept. of Public Utilities

Dept. of Public Utilities

Dept. of Public Utilities and Planning and Development Department

Planning and Development Department

Planning and Development Department

Planning and Development Department

COMPLIANCE VERIFIED BY A

B

C

2025 Fresno General Plan MEIR Mitigation Measures Relating to Air Quality and Global Climate Change (continued) D

E

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 40

F

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 41

MITIGATION MEASURE F-5. The City shall provide adequate solid waste facilities and services for the collection, transfer, recycling, and disposal of refuse for existing and planned development within the City’s jurisdiction. Site specific environmental evaluation shall precede the construction of these facilities. Results of this evaluation shall be incorporated into each project to reduce the identified environmental impacts.

WHEN IMPLEMENTED Ongoing/prior to construction

COMPLIANCE VERIFIED BY Dept. of Public Utilities

G-1. Site specific environmental evaluation shall precede the construction of new police and fire protection facilities. Results of this evaluation shall be incorporated into each project to reduce the identified environmental impacts.

Ongoing/prior to construction

Fire Dept/Police Dept/ Planning and Development Dept.

H-1. Site specific environmental evaluation shall precede the construction of new public parks. Results of this evaluation shall be incorporated into the park design to reduce the environmental impacts.

Ongoing/prior to construction

Parks & Recreation Dept. / Planning & Development Dept.

A

B

C

D

E

F

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 42

Relevant Fresno Municipal Code Citations: CHAPTER 10, ARTICLE 13 HEALTHY AIR AND SMOG PREVENTION § 10-1301. Findings and Purpose. § 10-1302. Definitions. § 10-1303. Clean Air Program Establishment, Duties and Funding. § 10-1304. Fresno Clean Air Advisory Committee Establishment and Composition. § 10-1305. Alternative Fuel and Electric Vehicle Charging Infrastructure. § 10-1306. Procurement of Vehicles by City Departments. § 10-1307. Operation of Bi-Fuel Vehicle. § 10-1308. Fresno Area Express Buses. § 10-1309. Regional Public Sector and Private Sector Fleets. The entire text of this Municipal Code Article may be viewed at: http://www.municode.com/Resources/gateway.asp?pid=14478&sid=5 §§ 11-104. AMENDMENTS TO THE CALIFORNIA MECHANICAL CODE. Pursuant to Health and Safety Code Sections 17958.7 and 18941.5, the following provisions shall constitute local agency amendments to the CMC. The following provisions shall be inserted into the CMC based upon the section numbers indicated. If the section number used is the same as a number used in the CMC, the provision provided below is intended to replace the same numbered provision in the CBC. 933.1

Definitions….

933.1.1 All Wood-burning Appliances Prohibited in New Construction. Notwithstanding any other provision in the Fresno Municipal Code, no wood burning appliance, as defined herein, shall be installed in any new construction. This section shall not apply to any residential structure or dwelling unit having a lawfully installed wood burning appliance in place as of the effective date of this ordinance. 933.2

Installation of Wood-burning Appliances not permitted in Higher Density Residential Developments. Permits shall not be issued for wood-burning appliances to be installed in dwelling units of residential projects that have densities of more than 10.37 dwelling units per gross acre. However, one wood-burning appliance may be constructed or installed in each common-use recreation facility in these developments.

933.3

Wood-Burning Appliances Require Air Pollution Emissions Certification. Permits shall be issued only for replacement of existing wood burning appliances lawfully installed prior to the effective date of this ordinance

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 43

and be issued only for those wood burning appliances certified by the U.S. Environmental Protection Agency (EPA) as meeting the EPA Phase I or Phase II emissions standards; or meeting equivalent State of Oregon Department of Environmental Quality Standards. Effective March 1, 1991, all wood burning appliances to be installed must be EPA-certified as at least meeting Phase II emissions standards. A permit shall only be issued for installation of a wood burning appliance when adequate EPAapproved documentation is provided to demonstrate that the wood burning appliance or fireplace stove model being installed has the appropriate emissions certification. EXCEPTION: Those pellet-fueled wood stoves not affected by EPA' s testing program under the Code of Federal Regulations Title 40, Part 60, Sub-installation by substituting independent, approved, nationallyrecognized testing laboratory documentation showing that they emit less than 4.1 grams per hour of particulate matter. 933.4.

Coal-burning Appliances Prohibited. No permit shall be issued to install any fireplace or domestic heating or cooking appliance that is designed and intended to use coal as combustion fuel.

933.5.

Installation of Wood-burning Appliances Without Permits. Wood-burning appliances found to be installed on or after November 30, 1990, without required permit(s) shall be cause for an inspection/investigation fee to be charged to the property owner, pursuant to the Master Fee Resolution, and the issuance of a notice to abated (required permits secured, all work completed, and permit final inspection done) within 60 days of owner' s receipt of the notice, 75 percent of the inspection/investigation fee shall be rebated. If permit(s) were secured to abate the illegal installation, prior to discovery of the illegal installation by the City, no notice shall be issued nor inspection/investigation fee incurred unless the permit(s) to abate the nuisance are not finalized within 90

§§ 12-306-I 1.1 12-306-I-2.1-c and 12-306-I-5.d These subsections all relate to PROPERTY DEVELOPMENT STANDARDS for OFF-STREET PARKING, and require installation of bike racks with specified numbers of slots, and establish standards for safety and access to bicycle parking §§ 12-306-N-38

This subsection (and related amendments to the text of the Zoning Ordinance) were adopted in 2004 and relate to PROPERTY DEVELOPMENT STANDARDS for SECOND DWELLINGN UNITS, facilitating their siting on single-family residential properties in Fresno.

§§ 12-306-N-51

This subsection (and related amendments to the text of the Zoning Ordinance) were adopted in 2005 and relate to PROPERTY DEVELOPMENT STANDARDS for MIXED USE PROJECTS

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 44

Text Amendment No. TA-06-02, referred to as “Variety Pak No. 3,” was approved in 2006 and included many provisions to foster more intensive and efficient use of land. This text amendment achieved the following air quality improvements: Deleted the Municipal Code provision that had previously allowed residential projects to be deemed consistent with the General Plan if they developed at one category lower than their planned density, and thereby increased minimum residential densities. Increased the maximum density of the medium-low residential land use from 4.98 to 6 dwelling units per acre. Reduced required yard setback requirements and increased allowable lot coverage to facilitate property development at higher densities. Removed the minimum acreage requirement for planned unit developments Expanded mixed uses into industrial and downtown zone districts. Allowed modification of development standards as an incentive for incorporation of green” building design (see more detailed discussion of FMC 120497, below); and Streamlined the process for multi-family projects and subdivision maps.

Text Amendment No. TA-07-01, approved in 2007, formalized the City’s density bonus procedures to provide for more intensive, low-impact, and affordable housing choices. Text Amendment No. TA-07-03, referred to as “Variety Pak No. 4,” was approved in 2008 to update the Mixed Use Ordinance and to further address building setbacks to allow for more compact development. § 12-407 MINOR DEVIATIONS. The following provisions and procedure shall apply to the approval of minor deviations from the provisions of the Zoning Ordinance. B. The [Planning and Development Department] Director may modify…any property development standard noted in the text of the Zoning Ordinance, as defined in Section 12-105-P-13.5.... As an incentive to incorporate either public art or environmentally friendly design and construction methods (i.e., “Green” buildings, into public or private projects, a Minor Deviation of up to twenty percent (20%) from the above listed standards may be granted. If both public art and Green buildings are proposed, a Minor Deviation of up to twenty-five percent (25%) from the above listed standards may be granted. The Director shall establish, maintain, and enforce a Department policy as guidelines in the application and implementation of alternative property development standards for the inclusion of public art work and/or Green buildings, within a project. [NOTE: Please refer to the appended Residential and Non-Residential “Green Building” Checklists.]

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 45

PLANNING AND DEVELOPMENT DEPARTMENT

FRESNO GREEN RESIDENTIAL CHECKLIST For an individual home, multi-family complex or residential subdivision to be certified, “Fresno Green,” the project must have a minimum of 20 points from the following categories. All mandatory criteria must be met. Points must be spread over at least 5 of the major categories I. Location, Community and Historic Preservation

A. Site Selection: 1. Site had not been used for commercial agriculture in past 5 years 2. Use of designated Brownfield or contaminated site 3. Site is located within an Inner City boundary or an Activity Center or Mid Rise / High Rise Corridor

(1) ___ (2) ___ (1) ___

B. Historic Preservation: 1. Renovation of a designated historic building or structure -Or 2. Renovation or adaptive reuse of a building within a proposed historic district 3. Adaptive reuse of an existing non-historic building (75% of existing walls, floors and roof retained) 4. Relocation or renovation of existing building for housing 5. Retention of existing historic landscape features (e.g. row of palms)

(1) ___ (1) ___ (1) ___ (1) ___ (1) ___

C. Community Resources: 1. Project approved as a Residential/Commercial Mixed-Use Development 2. Located within 1/4 miles of public transportation

(1) ___ (2) ___

D. Subdivisions Credits: 1. Provide a bike and pedestrian path for residents where it is not required by the City’s General Plan 2. Provide open space that exceeds the City’s requirement by 5% 3. Incorporation of public art as defined by the City of Fresno 4. Incorporation of historic canal with construction of wayside exhibit 5. Restoration of Natural Habitat on site

(1) ___ (1) ___ (1) ___ (1) ___ (2) ___

E. Compact Development: 1. 90% or greater of the maximum density permitted by planned use designation

(1) ___

II. Sustainable Sites

A. Site Stewardship: 1. Site Stewardship: Provide erosion controls during construction per SWPPP 2. Provide on-site collection and diversion for recycling of construction waste

Mandatory Mandatory

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 46

B. Landscaping 1. Install drought resistant/water efficient landscaping 2. Locate and plant trees to shade hardscapes to achieve 50% shade in 5 years 3. Retention of mature trees on site (that are not historic landscapes) 4. Inclusion of a vegetated roof 5. Development of on-site bioswales C. Parking and Alternative Transportation 1. Use pervious hardscape materials for a minimum of 50% of the site’s parking, driveway and access roads. 2. Use of innovative parking on-site 3. Provide parking and facilities for low-emission vehicles 4. Multi-family complexes: provide on-site secure storage for bicycles III. Energy and Atmosphere A. Energy: 1. Install Energy Star appliances (1 point per each for total of 3 points maximum) 2. Install photovoltaic (PV) system with a minimum capacity of 3kW for every 10,000 sf 3. Exceed energy use reduction for California Title 24-2005 by 15% -OR4. Exceed energy use reduction for California Title 24-2005 by 25% 5. Install solar water heating system -OR6. Install an alternative water heating system 7. Install a cool roof B. Atmosphere: 1. Install air-conditioning with Non-HCFC refrigerants

(1) ___ (1) ___ (1) ___ (1) ___ (1) ___

(1) ___ (1) ___ (1) ___ (1) ___

(1-3) ___ (2) ___ (1) ___ (2) ___ (1) ___ (1) ___ (1) ___

IV. Water Efficiency 1. Choose a micro-irrigation system to deliver water to landscaped grounds 2. Install a grey water reuse system

(1) ___ (2) ___

V. Materials and Resources A. Construction: 1. Minimum home size is smaller than national average 2. Use material-efficient framing

(1) ___ (1) ___

B. Materials: 1. Use environmentally preferable flooring from list (e.g. bamboo) 2. Building envelope includes recycled materials 3. Innovation credit: use of historic building materials such as adobe 4. Use of innovative materials like SIPs for building envelope VI. Indoor Environmental Quality 1. Use Low/No-VOC Sealants and Adhesives

(1) ___ (1) ___ (1) ___ (1) ___ (1) ___

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 47

2. Use environmentally preferable materials for interior finishes 3. Use low-emitting materials for carpets

(1) ___ (1) ___

VII. Innovation and Design Process Up to 3 additional points may be earned for innovative design or materials

(1-3) ____

Total points:

_________

(Total possible points = 54)

Revised: 8.22.07

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 48

PLANNING AND DEVELOPMENT DEPARTMENT

FRESNO GREEN NON-RESIDENTIAL CHECKLIST For a project to be certified, “Fresno Green,” it must have a minimum of 20 points from the following categories. All mandatory criteria must be met. Points must be spread over at least 5 of the major categories I. Location, Community and Historic Preservation

A. Site Selection: 1. Site has not been used for commercial agriculture in past 5 years 2. Use of designated Brownfield or contaminated site 3. Site is located within an Inner City boundary or an Activity Center or Mid Rise / High Rise Corridor

B. Historic Preservation: 1. Renovation of a designated historic building or structure -OR2. Renovation or adaptive reuse of a building within a proposed historic district 3. Preparation of a historic survey in an area previously not evaluated 4. Adaptive reuse of an existing non-historic building (75% of existing walls, floors and roof structure retained) 5. Retention of existing historic landscape features (e.g. row of palms) 6. Incorporation of historic canal with construction of wayside exhibit C. Community Resources: 1. Project approved as a Residential/Commercial Mixed Use Development 2. Project is within 1/4 mile of public transportation 3. Incorporation of public art as defined by the City of Fresno

(1) ___ (2) ___ (1) ___ (1) ___ (1) ___ (1) ___ (1) ___ (1) ___ (1) ___

(1) ___ (2) ___ (1) ___

II. Sustainable Sites

A. Site Stewardship: 1.Provide erosion controls during construction per SWPPP 2. Provide on-site collection and diversion for recycling construction waste

B. Landscaping: 1. Install drought resistance/water efficient landscaping 2. Locate and plant trees to shade hardscapes to achieve 50% shade in five years 3. Retention of mature trees on site (that are not historic landscapes) 4. Install a vegetated roof 5. Development on site of bioswales

Mandatory Mandatory (1) ___ (1) ___ (1) ___ (1) ___ (1) ___

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 49

6. Provide open, landscaped area = or > than 20% of project site 7. Restoration of Natural Habitat on site C. Parking and Alternative Transportation: 1. Use pervious hardscape materials for a minimum of 50% of the site’s paving parking, driveway and access roads. 2. Reduction of heat islands through use of structured parking on site 3. Provide preferred parking for low-emission vehicles for 5% required spaces 4. Provide preferred designated on-site parking for car/van pools for 10% required spaces 5. Provide onsite secured parking or storage for bicycles 6. Provide showers for employees who bike to work

(1) ___ (2) ___ (1) ___ (1) ___ (1) ___ (1) ___ (1) ___ (1) ___

III. Energy and Atmosphere

A. Energy: 1. Install photovoltaic (PV) system that meets 5% of Title 24 energy survey 2. Exceed energy use reduction for California Title 24-2005 by 15% -OR3. Exceed energy use reduction for California Title 24-2005 by 25% or more 4. Install solar water heating system 5. Install a cool roof

(3) ___ (1) ___ (1) ___

B. Atmosphere: 1. Install air-conditioning with Non-HCFC refrigerants 2. Provide daylight for 75% of interior work spaces 3. Provide 80% of office equipment that carries the energy star label 4. Install an alternative water heating system

(1) ___ (1) ___ (1) ___ (1) ___

(1) ___ (1) ___

IV. Water Efficiency

A. Irrigation: 1. Choose a micro-irrigation system to deliver water to landscaped grounds

B. Interior Water Use: 1. Demonstrate that interior water use will be reduced by at least 20% as described in LEED NC 2.2 WR Credit 3.2 2. Demonstrate that interior water use will be reduced by at least 30% as described in LEED NC 2.2 WR Credit 3.2

(1) ___

(1) ___ (2) ___

V. Materials and Resources

A. Construction: 1. Use “Material efficient framing” B. Materials: 1. Use of innovative materials like SIPS for building envelope 2. Use environmentally preferable flooring from list (e.g. bamboo) 3. At least 10% of building materials are reused, salvaged or refurbished 4. At least 20% of building materials have recycled content

(1) ___ (1) ___ (1) ___ (1) ___ (1) ___

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 50

VI. Indoor Environmental Quality 1. Use Low/No-VOC paint, adhesives and sealants 2. Use environmentally preferable materials for interior finishes 3. Use low-emitting materials for carpets

(1) ___ (1) ___ (1) ___

VII. Innovation and Design Process Up to 3 additional points may be earned for innovative design or materials

Total points:

(1-3) ___

_________

(Total possible points = 54)

Revised 8.22.07

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 51

Immature mosquitoes develop in shallow water habitats. Fresno has enough year-round urban runoff from sprinklers, car washing, and pool drainage to keep water in drainage basins even in the summer--when mosquitoes breed the fastest. The design and management of ponding basins and ponds is of critical importance for mosquito control. Following are some new guidelines for these facilities: *1.

Ponding basins and ponds with fluctuating water levels should have a “low flow” area, a deeper area or sump where drainage will accumulate, instead of a uniform flat bottom. This allows for water to accumulate to a greater depth, and helps “mosquito fish” survive. The low flow area should be located at the pond inlet and should be at least four feet deeper than the rest of the basin floor. The rest of the basin should be graded so that drainage is directed into this low flow area.

*2.

Side slopes of ponds and ponding basins should be as steep as is compatible with safety and grading considerations. They should have a slope ratio of 1:2 (vertical:horizontal).

3.

Decorative ponds and artificial wetlands should be constructed so that water depths are maintained in excess of four feet, to preclude invasive emergent vegetation such as cattails.

*4.

Ponds and ponding basins should be constructed to provide for free, unobstructed access around their entire perimeter by vehicle and/or by foot, to allow for maintenance and mosquito abatement activities.

*5.

All ponding basins should be enclosed in chain-link fencing at least six feet tall (to City of Fresno Public Works Standards), with double gates to provide an unobstructed total opening at least ten feet wide (no center post between the gates). Gates should be secured with a standard padlock to allow for access by maintenance workers and mosquito and vector control personnel: a No. 5 MasterLock™ with key numbers 1C95, 3203 or 0855.

*6.

Ponds and ponding basins should be constructed to allow easy de-watering when needed.

*7.

Ponding basin and pond edges should be maintained free of excess vegetation and trash that would harbor insects and support mosquito breeding when it falls or blows into the water.

*8.

Ponding basins and ponds should be managed to control algae and emergent vegetation (plants that emerge from shallow water), to remove harborage for mosquito breeding and to allow “mosquito fish” and other mosquito predators better access to their prey.

*9.

Ponding basins and ponds should maintain water quality that supports the survival of “mosquito fish” (Gambusia affinis, available from local mosquito and vector control agencies). Use caution when selecting herbicides and pesticides for use in or near ponding basins and ponds, because many pesticides are toxic to fish.

* The asterisked guidelines modify the current City of Fresno Public Works Standard No. P-62 for Temporary Ponding Basins. 10/29/04

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 52

Subject:

Participation in Citywide Recycling Programs Responsible Department: Public Utilities

Number:

8-10

Date Issued/Revised: September 28, 2004

Purpose: To establish a uniform policy governing the implementation of citywide recycling programs. As the city promotes recycling to residents and local businesses, City staff should "lead by example" to ensure the success of our programs and to maximize recycling in the office and workplace. Recycling is an integral part of the City' s "One Fresno" Key Result Area, which includes a comprehensive solid waste management strategy and specific recycling tactics. Implementation of this policy will provide recycling opportunities to all City staff, as well as citizens visiting our facilities. The establishment of this recycling policy will assist in reaching the state mandated 50% diversion requirement. It is estimated that 85% of all waste generated from City offices is recyclable.

Definitions For the purpose of this policy, the following definitions apply: "Recyclable Material" shall mean residential, commercial or industrial source separated byproducts of some potential economic value, set aside, handled, packaged, or offered for collection in any manner different from refuse. "Green Material" shall mean any plant material including, but is not limited to, yard trimmings, plant products and natural fiber products. Green material does not include treated wood waste, mixed demolition or mixed construction debris. "Construction and Demolition" shall mean mixed solid waste containing less than 100/0 of organic materials generated as a by-product of construction and/or demolition activities, and which may include a mixture of concrete, asphalt, wood, metals, bricks, dirt, rocks and other inert solid waste. "Specialized Waste Streams" shall include tires, electronic waste, wood, metal and plastic material exceeding 2 ft. in dimension, sludge, paint waste, automotive fluids, filters, fluorescent tubing, white goods and reuse of office equipment.

Administrative Order # 8-10 September 28, 2004 Page 2 of 3

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 53

Policy All City Departments shall actively participate in the City' s comprehensive recycling program. A significant portion of material currently disposed of in landfills is actually a recoverable resource. The City' s impact on the recycling of solid waste is dependant on staff involvement in recycling efforts. The recovery and reuse of City generated recyclable material will assist the City in 0 reaching the AB939 50 k state mandated diversion goal. Recycling Goal It is the policy of the City that all staff shall participate in recycling programs with the goal of recycling a minimum of 750/0 of the solid waste generated during the course of the City of Fresno business, exclusive of Toxic and/or Hazardous Materials. Toxic and/or Hazardous Materials shall be disposed of based on federal, state and local guidelines.

Procedures: Recycling Implementation Plan An effective recycling program is the responsibility of each Department/Division. An implementation plan shall be timely developed by each Department. Recycling Waste Audits The Solid Waste Management Division (621-1452) shall provide free waste audits upon recycling opportunities, identify preferred waste and recycling collection services and cost comparisons/ benefits for implementing a recycling program. Office Recycling A blue recycling container shall be supplied to all offices, cubicles, workspaces, and near all copiers, faxes and printers to collect recyclable materials. Each Department is responsible for purchase and distribution of containers (see Office Depot catalogue). Recyclable Materials Materials acceptable for recycling include: • all beverage cans (aluminum, steel and tin) • all paper and fiber (including white paper, copy paper, color paper, city forms, post it notes, envelopes, NCR sets, books, magazines, newspapers and telephone books, cardboard, catalogs, junk-mail, vellum, manila folders, milk cartons, etc.) • all plastics (including beverage containers, water bottles, CD' s & CD Covers, etc.). No styrofoam. • all metals (including ferrous and non-ferrous) • all glass containers (including beverage containers, bottles, jars) Public Convenience: It is the policy of the City to encourage the participation of the public in the City' s recycling program by placing appropriately labeled recycling containers throughout City buildings for easy access by the public and the employees. Recycling receptacles shall be placed in lobbies, hallways, conference rooms, snack bars, etc. Recycling receptacles shall be placed and promoted in City facilities with a high volume of public use.

Administrative Order # 8-10 September 28, 2004 Page 3 of 3

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 54

Janitorial Collection All City custodial providers shall separately collect material in recycling containers and deposit material in external blue bins. Purchase of Recycling Containers for Public Use The Solid Waste Management Division will purchase and work with General Services to place the adequate-sized container and the signage for each public location. Specialized Waste Streams City staff generates many types of special wastes. It is the intent of this policy to ensure that all recyclable specialized waste streams are diverted to a recycling facility instead of sending these materials to the local landfills. Recycling this material requires separate collection in larger containers. Call the Solid Waste Management Division at 621-1452 for additional information regarding the following: • Green waste, wood, plant debris and landscaping materials • Inert materials such as concrete, pavement, rocks, gravel • Tires • Electronic Waste (computers, TVs, CRTs) • White goods (washers, dryers, refrigerators, freezers, microwave ovens, etc) • Construction and Demolition materials • Any wood, plastic or metal recyclable material exceeding 2 ft. in dimension Education Program Success requires an educated and participating City workforce. The Solid Waste Management Division offers comprehensive education for City staff presentations and the public. Call the City of Fresno Recycling Hotline at 621-1111 to schedule a presentation. Literature will be distributed to staff and the public describing the City' s recycling programs. Education programs shall be continuous. Recycling Economics Recycling services can often be added at a lower net cost than standard solid waste collection services. Solid Waste and Recycling collection is provided by the Solid Waste Division at fees prescribed in the Master Fee Schedule. It is estimated that 850/0 of all waste generated from City offices is recyclable. City Issued Contracts/Agreements for Supplies and Services: The Purchasing Division, the City Attorney' s Office, and contracting City Departments shall ensure, where practical, that all newly-drafted contracts and/or Agreements contain contractual requirements to compel City contractors to establish and maintain a viable and ongoing City-approved recycling program. This requirement shall apply to contractors maintaining an office or operating facility within the city limits. The Solid Waste Management Division staff shall provide a waste audit to all City contractors. External Containers The Solid Waste Management Division shall supply all City buildings and sites with external blue recycling bins and provide collection service. Departments and/or Divisions shall be invoiced according to the level of service provided and consistent with the Master Fee Schedule. Recycling Program Review The Solid Waste Management Division staff shall periodically analyze and review the City' s departmental recycling programs. The Division will evaluate and monitor the actual use of the programs. The progress and achievement of City government recycling goals will be published through an annual report to the City Manager.

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 55

Subject:

Use of Environmentally Preferable Products Responsible Department: Fresno Green Team

Number:

8-13

Date Issued/Revised: August 20, 2008

Purpose: This Policy is adopted as requested by the CIWMB strategic plan and AB939 in order to: • support strong recycling markets, • increase the use and availability of environmentally preferable products that protect the environment, • conserve natural resources, • reduce materials that are land filled, • minimize environmental impacts such as pollution and use of water and energy, • create a model for successfully purchasing environmentally preferable products that encourages other Purchasers in our community to adopt similar goals.

Policy It is the policy of the City of Fresno to: • institute practices that reduce waste by increasing product efficiency and effectiveness; • purchase products that minimize environmental impacts, toxics, pollution, and hazards to worker and community safety to the greatest extent practicable; and • purchase products that include recycled content, are durable and long-lasting, conserve energy and water, and reduce greenhouse gas emissions.

Definitions For purposes of this document the following definitions are utilized "City" means all Departments of the City of Fresno under the guidance and direction of the City Manager and the Mayor. This includes administrative and operations oriented offices that provide direct services to our community. "Environmentally Preferable Products" means products that have a lesser impact on human health and the environment when compared with competing products. This comparison may consider raw materials acquisition, production, manufacturing, packaging, distribution, reuse, operation and/or disposal of the product.

Administrative Order # 8-13 August 20, 2008 Page 2 of 4

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 56

"Practical" means sufficient in performance and available at a competitive cost "Recycled Products" are products manufactured with waste material that has been recovered or diverted from the waste stream. Recycled material may be derived from post-consumer waste (material that has served its intended end-use and been discarded by a final consumer), industrial scrap, manufacturing waste and/or other waste that otherwise would not have been utilized. "Recycling" means the process of collecting, sorting, cleansing, treating, and reconstituting materials that would otherwise become solid waste, and returning them to the economic mainstream in the form of raw material for new, reused, or reconstituted products which meet the quality standards necessary to be used in the marketplace. (e.g. recycling of discarded inkjet cartridges in distributor supplied pre-paid mailer bags) "Waste Prevention" means any action undertaken by an individual or organization to eliminate or reduce the amount or toxicity of materials before they enter the municipal solid waste stream. This action is intended to conserve resources, promote efficiency, and reduce pollution.

Procedures The City of Fresno desires to engage in source reduction through the buying of recycled content products, promoting waste prevention, and embracing zero waste principles. The City encourages the various Departments of the City to revisit their user specifications in products they are requesting, and utilize the principles of buying recycled content as outlined in this policy Source Reduction 1

The City staff shall make every reasonable effort to institute practices that reduce waste and result in the purchase of fewer products whenever practicable and costeffective, but without reducing safety or workplace quality.

2

Products that are durable, long lasting, reusable or refillable are preferred whenever feasible.

3

City staff is encouraged to use the "duplexing" or ' ' two-sided' 'option on copiers and printers (where available) and promote in their offices two sided copies for all meetings and correspondence. Employee training on the use of the duplexing option shall be offered.

4

All paints, stains and architectural coatings utilized within the structures of the City of Fresno facilities will be in compliance with recommendations from the California Air Resources Board and emit the lowest vac emissions possible.

5

All new vehicles and equipment acquired by the City of Fresno shall have the lowest emission rating available at time of purchase for the given application.

Administrative Order # 8-13 August 20, 2008 Page 3 of 4

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 57

Purchasing Recycled Content Products 1

All products for which there is a comparable recycled-content option should contain postconsumer content where practical. Examples of commonly purchased items that have comparable recycled-content alternatives include office paper, janitorial paper, landscaping lumber, parks and recreation outdoor equipment, vehicle fluids, and nonpaper office products.

2

The City staff involved with vehicle maintenance is encouraged to purchase and utilize re-refined lubricating and industrial oil in city vehicles and other equipment, as long as it meets or exceeds the specifications of the American Petroleum Institute (API), as appropriate for use in such equipment.

3

When specifying concrete or aggregate base for road construction projects, the City encourages the use of recycled, reusable or reground materials when practicable.

4

The City encourages the purchase and use of recycled-content transportation products, including signs, cones, parking stops, and barricades, where practical.

5

All printed material intended for public distribution that are purchased through an outside vendor or produced in-house through Central Printing shall contain recycledcontent paper fiber, whenever feasible. It is important to show the public that the City utilizes recycled-content paper in all its publications, therefore the recycled content symbol should be displayed whenever possible.

Recycling on City Premises 1

All City-owned facilities will provide recycling opportunities to staff and the general public, as required in A.O. 8-1 0 dated September 28, 2004.

2

All City staff will recycle, to the extent feasible, all paper, plastic, metal, and glass as specified through the City Recycling Program.

3

As batteries, fluorescent tubes, mercury containing devices, and sharps are banned from landfills in the State of California, the City will provide convenient opportunities to safety recycle these items in all city owned facilities.

Priorities 1

The health and safety of City employees and citizens is of utmost importance and takes precedence over all other policies.

2

Nothing contained in this policy shall be construed as requiring a department to procure products that do not perform adequately for their intended use, exclude adequate competition, or are not available at a reasonable price in a reasonable period of time.

3

Nothing contained in this policy shall be construed as requiring the City, department to take any action that conflicts with local, state or federal requirements.

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 58

Administrative Order # 8-13 August 20, 2008 Page 4 of 4

Implementation 1

City staff that are responsible for requesting the purchase of supplies and equipment for each division of the City are charged with implementation of this policy. (e.g. staff responsible for requesting or purchasing office supplies to purchase such supplies from suppliers who can provide a green-book (specialized catalog) with suggested green products.)

2

The Fresno Green Team and the City Recycling Coordinator will provide education on buying "green". Information on how to purchase "green" through this policy will be posted on the City website as a helpful aid to all City staff. (e.g. The City could "partner" with specific vendors to promote green procurement.)

3

The Fresno Green Team will annually evaluate the barriers, concerns, and successes of the implementation of this policy.

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 59

Subject:

Policy Limiting Idling of City-owned On- and

Number:

8-15

Off-Road Vehicles Responsible Department: General Services

Date Issued/Revised: February 27, 2009

Purpose: To establish a policy to reduce public and employee exposure to diesel particulate matter and other toxic air contaminants by limiting the idling of city-owned, rented, or leased on-road and off-road vehicles. This policy is established to comply with applicable State and Federal mandates, as well as to minimize operating costs for the City of Fresno.

Definitions For the purpose of this Administrative Order, the following definitions apply. 1.

“Authorized emergency vehicle" is as defined in California Vehicle Code Section 165

2.

“Auxiliary power system" or “APS” means any device that is permanently dedicated to the vehicle on which it is installed and provides electrical, mechanical, or thermal energy to the primary diesel engine, truck cab, bus' s passenger compartment as an alternative to idling the primary diesel engine

3.

“Bus" means any vehicle defined in Title 13, California Code of Regulations, Section 2480, subsections (h) (13)-(1q6), inclusive or as defined in the Vehicle Code Section 233.

4.

"Driver" is as defined in California Vehicle Code Section 305.

5.

"Idling" means the vehicle engine is running at any location while the vehicle is stationary.

6.

“Queuing" means (a) through (c) (a) the intermittent starting and stopping of a vehicle; (b) while the driver. in the normal course of doing business. is waiting to perform work or a service; and (c) when shutting the vehicle engine off would impede the progress of the queue and is not practicable. (d) Queuing does not Include the time a driver may wait motionless in line in anticipation of the start of a workday or opening of a location where work or a service will be performed.

7.

"Vehicle" is as defined in the California Vehicle Code Section 670.

Administrative Order # 8-15 February 27 2009 Page 2 of 3

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 60

Policy No on-road or off-road vehicle that is owned, rented, or leased by the City of Fresno and used by City employees shall be allowed to idle for more than five (5) consecutive minutes except under specific circumstances. Authorized emergency vehicles are exempt from this policy.

Procedures Idling of an on-road or off-road vehicle that is owned, rented, or leased by the City of Fresno and used by city employees shall be allowed for more than five (5) consecutive minutes only when: 1.

idling when positioning or providing a power source for equipment or operations, other than transporting passengers or propulsion, which involve a power take off or equivalent mechanism and is powered by the primary engine for:

(a)

controlling cargo temperature, operating a lift, crane. pump, drill, hoist. mixer (such as a ready mix concrete truck). or other auxiliary equipment;

(b)

providing mechanical extension to perform work functions for which the vehicle was designed and where substitute alternate means to idling are not reasonably available; or

(c)

collection of solid waste or recyclable material by an entity authorized by contract, license, or permit by a school or local government;

2.

it is necessary to complete a function of the vehicle (e.g. hydraulic power to a crane. fuel pump, or similar accessory device.)

3.

idling is required for safety reasons such as:

4.

(a)

idling of the primary engine or operating a diesel-fueled APS (Auxiliary Power System) when forced to remain motionless due to immediate adverse weather conditions affecting the safe operation of the vehicle or due to mechanical difficulties over which the driver has no control;

(b)

idling of the primary engine or operating a diesel-fueled APS when operating defrosters, heaters, air conditioners, or other equipment solely to prevent a safety or health emergency;

(c)

idling to verify that the vehicle is in safe operating condition as required by law and that all equipment is in good working order, either as part of a daily vehicle inspection or as otherwise needed, provided that such engine idling is mandatory for such verification

warming a vehicle up to operating temperatures, as specified by the equipment manufacturer

Administrative Order # 8-15 February 27 2009 Page 3 of 3

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 61

5.

the vehicle must remain motionless due to traffic conditions. an official traffic control device» or an official traffic control signal over which the driver has not control. or at the direction of a peace officer, or operating a diesel-fueled APS or other device at the direction of a peace officer

6.

it is necessary for servicing, testing, or maintenance; this exemption for servicing includes idling necessary to regenerate exhaust filters which require the engine to be idled periodically to regenerate, or bum off solids collected in the filter

7.

queuing, such as when a line of trucks forms to receive materials from a loader

8.

(a)

queuing does not include a vehicle waiting for materials or another vehicle to perform a function, such as a scraper waiting for a truck to deliver soil to complete a fill. or a truck being loaded by an excavator over a period of an hour idling

(b)

Idling while queuing is not allowable when equipment is within100 feet from any restricted area

a bus is idling for (a) up to 10.0 minutes prior to passenger boarding, or (b) when passengers are onboard;

9.

idling of the primary engine or operating a diesel-fueled APS required by authorized emergency vehicles while in the course of providing emergency services for which the vehicle is designed provided that such engine idling is mandatory for provision of such services;

10.

idling when operating equipment such as a wheelchair or people-assist lift as prescribed by the Americans with Disabilities Act

The Fleet Management Division of the General Services Department will periodically review this policy for applicability, effectiveness. and compliance with State and Federal mandates. Employee education and enforcement of this policy shall be the responsibility of each city department that is assigned City-owned, rented. or leased vehicles.

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 62

PERSONNEL SERVICES MEMORANDUM DATE:

May 1, 2009

TO:

Darrell Unruh, Planning Division

FROM:

Terry Bond, Personnel Services Department

SUBJECT:

Planning and Development RFC – Plan Amendment Application No. A-0902 (Air Quality Element Update)

The Personnel Services Department within the City of Fresno has incorporated several policies to help in achieving the goal to improve air quality and reduce greenhouse gas emissions. 1.

Improved Technology Services a. Implementation of PeopleSoft software that allows employees to make changes and/or corrections to their personal information, view current and prior paychecks, and view current or compensation history. Employees may also change withholdings and modify/add/change direct deposit information. b. Employees now have the ability to request training online and receive confirmation via e-mail. In addition, any completed training will be automatically updated and stored as part of the employee’s employment history. c. Employment applications are accepted online through the City of Fresno website and all documentation may now be uploaded in lieu of hardcopies. Persons of interest applications are also being accepted when a position is not currently available thus allowing Personnel to access potential employees when a position may open up. d. Employees are encouraged to engage in and utilize training webinars and e-meetings whenever possible for meetings, training and conferences thus reducing the need for travel.

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 63

Darrell Unruh SUBJECT: RFC, PLAN AMENDMENT No. A-09-02 (AIR QUALITY ELEMENT UPDATE) May 1, 2009 Page 2

2.

3

Scheduling a.

Employees are afforded the opportunity to work an alternative work week including the 9/80 or the 4/10 day schedule.

b.

The City of Fresno is in the process of implementing the Voluntary Leave Time memo that allows employees to voluntarily take time off work without a reduction in benefits.

Resources a.

Employees are encouraged to print all materials double sided and whenever possible to scan documents and send via e-mail.

b.

Employees are also encouraged to carpool at lunch if running errands or to walk to nearby restaurants when eating together.

c.

Motion detectors have been installed in rooms and offices to allow for lights to be turned off when no one is using them.

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 64

PERSONNEL SERVICES MEMORANDUM DATE:

May 1, 2009

TO:

Darrell Unruh, Planning Division

FROM:

Terry Bond, Personnel Services Department

SUBJECT:

Planning and Development RFC – Plan Amendment Application No. A-0902 (Air Quality Element Update)

The Personnel Services Department within the City of Fresno has incorporated several policies to help in achieving the goal to improve air quality and reduce greenhouse gas emissions by reducing employees need to travel to City Hall. 1.

2.

Improved Technology Services a.

Implementation of PeopleSoft software that allows employees to make changes and/or corrections to their personal information, view current and prior paychecks, and view current or compensation history. Employees may also change withholdings and modify/add/change direct deposit information.

b.

Employees now have the ability to request training online and receive confirmation via e-mail. In addition, any completed training will be automatically updated and stored as part of the employee’s employment history.

c.

Employment applications are accepted online through the City of Fresno website and all documentation may now be uploaded in lieu of hardcopies. Persons of interest applications are also being accepted when a position is not currently available thus allowing Personnel to access potential employees through email notification when a position opens up.

d.

Employees are encouraged to engage in and utilize training webinars and emeetings whenever possible for meetings, training and conferences.

Scheduling a.

Employees are afforded the opportunity to work an alternative work week including the 9/80 or the 4/10 day schedule.

Air Quality Amendments to the 2025 Fresno General Plan Attachment 1 Page 65

Darrell Unruh SUBJECT: RFC, PLAN AMENDMENT No. A-09-02 (AIR QUALITY ELEMENT UPDATE) May 1, 2009 Page 2

b.

3.

The City of Fresno is in the process of implementing the Voluntary Leave Time memo that allows employees to voluntarily take time off work with minimum impact to their take home pay.

Resources a.

Employees are encouraged to print all materials double sided and whenever possible to scan documents and send via e-mail.

b.

Employees are also encouraged to carpool at lunch if running errands or to walk to nearby restaurants when eating together.

c.

Motion detectors have been installed in rooms and offices to allow for lights to be turned off when no one is using them.

ATTACHMENT 2

SJVAPCD AIR QUALITY GUIDELINES FOR GENERAL PLANS AND EQUIVALENT 2025 FRESNO GENERAL PLAN GOALS/OBJECTIVES/ POLICIES, MEIR MITIGATION MEASURES, & OTHER CITY POLICIES The following chart compares the existing City of Fresno General Plan policies with the San Joaquin Valley Air Pollution Control District (SJVAPCD) suggested Air Quality Guidelines for General Plans, in order to demonstrate that the 2025 Fresno General Plan already substantially complied with the provisions of Assembly Bill 170 with regard to having a multi-element, broadly-based approach to improving air quality. The measures cited would also act to reduce global climate change by reducing emissions of greenhouse gases.

SUGGESTED GOALS AND POLICIES FOR GENERAL PLAN AIR QUALITY ELEMENTS COMMUNICATION, COOPERATION AND COORDINATION Goal 1

Effective communication, cooperation, and coordination in developing and operating community and regional air quality programs.

Goal 2 Goal 6 Goal 7 Goal 11 Objective B-1 Policy B-1-a Objective B-2 Policy B-2-a [1], [3], [4], and [5] Policy B-2-b [1] and [3] Policy E-9-t Objective G-1 Policy G-1-a (continued on next page)

Air Quality Element Amendments to the 2025 Fresno General Plan Attachment 2 Page 2

Goal 1

(continued from the previous page)

Policy G-9-b Policy I-6-b MEIR Mitigation Measures C-1, and E-1

ENVIRONMENTAL ASSESSMENT Objective 1a

To accurately determine and fairly mitigate the local and regional air quality impacts of projects proposed in this City/County.

Goal 7 Goal 11 Policy E-3-b Policy G-1-c Policy G-1-c [1] Policy G-9-c [2] Policy I-6-e MEIR Mitigation Measure C-1.c

Policy 1

Policy 2

The City shall determine project air quality impacts using analysis methods and significance thresholds recommended by the District.

The City shall ensure that air quality impacts identified during CEQA review are consistently and fairly mitigated.

Goal 11 Policy G-1-c [3] and [4] MEIR Mitigation Measure C-1.d Goal 7 Goal 11 Policy B-1-a [5] Policy B-2-a [5] Policy E-3-b Policy E-9-bb

Air Quality Element Amendments to the 2025 Fresno General Plan Attachment 2 Page 3

Policy G-1-q Policy 3

Policy 4

Policy 5

Policy 6

The City shall ensure all air quality mitigation measures are feasible, implementable, and cost effective.

The City shall identify the cumulative transportation and air quality impacts of all general plan amendments approved during the previous year. The City shall reduce the air quality impacts of development projects that may be insignificant by themselves, but cumulatively are significant. The City shall encourage innovative mitigation measures to reduce air quality impacts by coordinating with the District, project applicants, and other interested parties.

Goal 11 Fresno Municipal Code (FMC) Chapter 12, Article 5, the “Environmental Quality Ordinance,” references the California Environmental Quality Act (CEQA). Feasibility, implementability, and “costeffectiveness” of mitigation measures are addressed by state statute and administrative law: Public Resources Code (PRC) Sections 21061.1; 21002; 21002.1(b) & (c); 21157.5(a)(2); CEQA Guidelines (Title 14, Chapter 3 of the California Code of Regulations) Sections 15091; 15093; 15096(g); 15168(g)(3); 15177(d); 15183(e); and 15187©(3). Goal 11 Policy G-1-c [3]

Goal 11 Policy G-1-d Policy G-1-e [8]

Goal 11 Policy C-17-b Policy E-9-w

(Evaluation of fixed guideway systems and other “people mover” technology have been approved by participating agencies for inclusion in the Measure C Mass Transit Infrastructure Plan (MTIP). The City Council has participated in drafting the proposed MTIP and has received advocates’ presentations on fixed guideway

Air Quality Element Amendments to the 2025 Fresno General Plan Attachment 2 Page 4

technology) (continued on next page Policy 6

(continued from previous page)

Policy G-1-e [8] Policy G-1-p [2] Policy G-1-q Policy G-1-g

COORDINATION/COOPERATION Objective 1b

To coordinate local air quality programs with regional programs and those of neighboring jurisdictions.

Goal 11 Objective G-1 Policy G-1-a Policy E-3-b

Policy 7

The City shall work with neighboring jurisdictions and affected agencies to address cross-jurisdictional and regional transportation and air quality issues.

Goal 7 Goal 11 Goal 14 Objective B-1 Policy B-1-a Objective B-2 Policy B-2-a [1] Policy G-1-p [3]

Policy 8

The City shall consult with the District during CEQA review for discretionary projects with the potential for causing adverse air quality impacts

Goal 11 Policy G-1-c [4]

Air Quality Element Amendments to the 2025 Fresno General Plan Attachment 2 Page 5

Policy 9

Policy 10

The City shall coordinate with other jurisdictions and other regional agencies in the San Joaquin Valley to establish parallel air quality programs and implementation measures (trip reduction ordinances, indirect source programs, etc.).

The City shall work to reach an equitable tax sharing arrangement with the County to avoid the fiscalization of land use decisions.

Goal 7 Goal 11 Policy B-1-a [5] Policy E-9-bb Policy G-1-a Amended and Restated Memorandum of Understanding Between the County of Fresno and the City of Fresno, entered January 9, 2003

Goal 7 Policy B-1-a [5] Policy B-2-a [5] Policy B-2-b Policy 11

The City shall support investment in cost-effective multi-use modeling and geographic information system technology

Goal 11 Policy G-1-c [3] Policy G-1-m [3] Policy G-1-e [8] Policy G-1-q [1]

INTEGRATED PLANNING Objective 1c

To integrate land use planning, transportation planning, and air quality planning to make the most efficient use of public resources

Goal 11 Objective C-2 Objective C-3

Air Quality Element Amendments to the 2025 Fresno General Plan Attachment 2 Page 6

and to create a healthier and more livable environment. (continued on next page) Objective 1c

(continued from previous page)

Policy C-3-a Objective C-4 Policy C-11-b Policy E-9-l Policy E-9-t

Policy 12

The City shall consider air quality when planning the land uses and transportation systems to accommodate the expected growth in this community.

Goal 11 Policy G-1-c [1] Policy G-1-e Policy B-1-a [1], [2], and [3]

Policy 13

Policy 14

All City submittals of transportation improvement projects to be included in regional transportation plans (RTP, RTIP, CMP, etc.) shall be consistent with the air quality goals and policies of the General Plan. [NOTE: Caltrans also has Corridor System Management Plans, CSMP, that require conformity]

Goal 11

The City shall consult with transit providers to determine project impacts on long range transit plans and ensure that impacts are mitigated

Goal 11

Policy B-1-a Policy E-9-u Policy G-1-e [7], [8] and [9] Policy G-1-m

Goal 14 Objective E-7 Objective E-8 Policy E-8-c Policy E-8-f

Air Quality Element Amendments to the 2025 Fresno General Plan Attachment 2 Page 7

Policy E-9-v Policy E-9-cc Policy G-1-k Policy 15

The City shall work with the Housing Authority, transit providers, and developers to encourage the construction of low income housing developments that use transitoriented and pedestrian-oriented design principles.

Goal 11 Objective C-11 Policy C-11-a Policy C-11-b Objective C-16 Policy C-16-a Policy C-16-b Policy C-16-c Policy C-16-d Policy C-16-e Policy E-9-b Policy E-9-cc Policy G-1-e [3], [4] and [7]

Policy 16

The City shall work with Caltrans and the Regional Transportation Planning Agency to minimize the air quality, mobility, and social impacts of large scale transportation projects on existing neighborhoods.

Goal 11 Goal 14 Objective C-7 Policy C-7-o Policy E-1-c Objective E-2 Policy E-9-l Policy E-9-cc

Air Quality Element Amendments to the 2025 Fresno General Plan Attachment 2 Page 8

Policy E-9-v Policy E-14-k

EDUCATION Objective 1d

Policy 17

Policy 18

To educate the public on the impact of individual transportation, lifestyle, and land use decisions on air quality. The City shall work to improve the public’s understanding of the land use, transportation, and air quality link

The City shall encourage local public and private groups that provide air quality education programs.

Goal 11 Policy E-14-d

Goal 11 Policy E-9-f Policy I-6-l Goal 11 (While formal policy documents have not been adopted to mandate that the City “encourage” public and private groups which provide air quality education programs, the City has provided extensive public information on the topic of air quality and has invited agencies and groups to various hearings and promotional events for this purpose.)

PUBLIC FACILITIES/OPERATIONS Objective 1e

For public facilities and operations to provide a model for the private sector in implementing air quality programs.

Goal 11 Policy C-14-b Objective F-3 Policy G-1-b Policy G-1-j Policy G-1-lk Policy G-1-l

Air Quality Element Amendments to the 2025 Fresno General Plan Attachment 2 Page 9

Policy G-1-m Policy G-1-n (continued on next page) Objective 1e

(continued from previous page)

Policy G-1-o Policy G-9-a MEIR Mitigation Measure C-3.

Policy 19

City Departments shall take the lead in implementing innovative employer-based trip reduction programs for their employees

Goal 11 Policy G-1-g Policy E-2-a Policy G-1-k [4] Policy G-1-o [1] and [6]

Policy 20

City fleet vehicle operators shall replace or convert conventional fuel vehicles with clean fuel vehicles as rapidly as feasible.

Goal 11 Policy G-1-j Policy G-1-k Policy G-1-o [5] and [6] MEIR Mitigation Measure C-2

Policy 21

The City shall support the use of teleconferencing in lieu of employee travel to conferences and meetings when feasible.

Goal 11 Policy E-9-z Policy C-17-c Policy G-1-o [4]

Policy 22

The City shall encourage

Goal 11

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departments to set up telecommuting programs as part of their trip reduction strategies

Policy E-9-z

CONGESTION MANAGEMENT/TRANSPORTATION CONTROL MEASURES Goal 2

Reduce traffic congestion and vehicle trips through more efficient infrastructure and support for trip reduction programs.

Goal 11 Goal 14 Objective E-1 Objective E-9 Policy E-9-y Policy G-1-e [8]

Objective 2a

To ensure that new development provides the facilities and programs that improve the effectiveness of transportation control measures and congestion management programs

Goal 11 Goal 14 Policy E-3-b MEIR Mitigation Measure B-1 MEIR Mitigation Measure B-2 MEIR Mitigation Measure B-3 MEIR Mitigation Measure B-4 MEIR Mitigation Measure B-5 MEIR Mitigation Measure B-6

Policy 23

The City shall consider measures to increase the capacity of the existing road network prior to constructing more capacity (additional lanes, new freeways, etc.).

Goal 11 Goal 14 Policy C-16-a Objective E-3

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Policy E-2-a Policy E-2-b Policy E-2-l Policy E-9-y Policy 24

The City shall work with employers and developers to provide employees and residents with attractive, affordable transportation alternatives.

Goal 11 Goal 14 Policy E-1-l Policy E-1-m Policy E-8-c Objective E-9 Policy E-9-b Policy E-9-g Policy E-9-bb Policy G-1-g Policy G-1-k [3] and [4] Policy G-1-q

Policy 25

The City shall work to establish public/private partnerships to develop satellite and neighborhood work centers for telecommuting.

Goal 11 Policy E-2-a Policy E-9-y Policy E-9-z

Policy 26

The City shall encourage the development of state of the art communication infrastructure linked to the rest of the world.

Policy E-9-y Policy E-9-z

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TOXIC AND HAZARDOUS EMISSIONS Goal 3

Minimize exposure of the public to toxic air pollutant emissions and noxious odors from industrial, manufacturing, and processing facilities.

Goal 11 Goal 14 Policy C-13-i Policy E-29-f [1] Objective I-6 Policy I-6-b Policy I-6-e Policy I-6-i Policy I-6-j

Objective 3a

To provide adequate sites for industrial development while minimizing the health risks to people resulting from industrial toxic or hazardous air pollutant emissions

Goal 11 Goal 14 Objective C-13 Policy C-13-d Policy C-13-e Policy C-13-i Policy E-29-f [1] Policy I-6-e Policy I-6-i

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Policy 27

The City shall require residential development projects and projects categorized as sensitive receptors to be located an adequate distance from existing and potential sources toxic emissions such as freeways, major arterials, industrial sites, and hazardous material locations.

Goal 11 Goal 14 Policy C-13-d Policy C-13-i Policy E-29-f [1] Policy I-6-b Policy I-6-e Policy I-6-i

Policy 28

The City shall require new air pollution point sources such as, but not limited to, industrial, manufacturing, and processing facilities to be located an adequate distance from residential areas and other sensitive receptors

Goal 11 Goal 14 Objective C-13 Policy C-13-d Policy C-13-e Policy C-13-i Policy I-6-b Policy I-6-e Policy I-6-i

FUGITIVE DUST/PM10 Goal 4

Reduce particulate emissions from sources under the jurisdiction of the city

Goal 11 Goal 14

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Policy E-14-e (continued on next page) Goal 4

(continued from previous page)

Objective G-1 Policy G-1-b Policy G-1-f Policy G-1-k [1] Policy G-1-l [1] and [2] MEIR Mitigation Measure C-3

Objective 4a

To reduce emissions of PM10 and other particulates with local control potential

Goal 11 Goal 14 Policy E-14-e Policy G-1-b Policy G-1-f Policy G-1-k [1] Policy G-1-l [1] and [2] Policy G-1-m [4] MEIR Mitigation Measure C-3

Policy 29

The City shall work with the District to reduce particulate emissions from construction, grading excavation, and demolition to the maximum extent feasible.

Goal 11 Goal 14 Policy G-1-c [1], [3] and [4]

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Policy 30

Policy 31

The City shall require all access roads, driveways, and parking areas serving new commercial and industrial development to be constructed with materials that minimize particulate emissions and are appropriate to the scale and intensity of use.

Goal 11 Goal 14 Policy G-1-m [4] FMC Section 12-306-I-3 and Public Works Standards require that all driveways and parking areas be paved or surfaced with material functionally equivalent to paving with regard to dust prevention properties

The City shall reduce PM10 emissions from City-maintained roads to the maximum extent feasible

Goal 11

Reduce emissions related to energy consumption and area sources.

Goal 11

Policy E-14-f Policy G-1-m [4]

ENERGY Goal 5

Objective C-10 Objective F-3 Objective G-9 Policy G-9-c

Objective 5a

To encourage the use of energy conservation features and lowemission equipment for all new residential and commercial development

Goal 11 Objective C-10 Policy G-9-c Policy C-3-a [3] (portion relating to solar access)

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Policy G-9-a [2] Fresno Municipal Code Section 12-407-B Policy 32

Policy 33

The City shall work with the local energy providers and developers on voluntary incentive-based programs to encourage the use of energy efficient designs and equipment.

Goal 11

The City shall cooperate with the local building industry, utilities and the District to promote enhanced energy conservation standards for new construction

Goal 11

Policy G-9-c MEIR Mitigation Measure N-1 Fresno Municipal Code Section 12-407-B

Objective C-10 Policy G-9-b Policy G-9-c

Policy 34

The City shall encourage new residential, commercial, and industrial development to reduce air quality impacts from area sources and from energy consumption

Goal 11 Objective C-10 Policy G-9-c Fresno Municipal Code Section 12-407-B

SUGGESTED GOALS AND POLICIES FOR LAND USE ELEMENTS: LAND USE, TRANSPORTATION AND AIR QUALITY Goal 6

Reduce motor vehicle trips and vehicle miles traveled and increase average vehicle ridership.

Goal 11 Goal 14 Policy B-2-b [1] Objective C-2 Objective C-4 Objective C-8

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Objective C-10 (continued on next page) Goal 6

(continued from previous page)

Objective C-12 Policy C-14-b Policy C-16-a Policy C-17-b Policy E-9-cc Policy G-1-e

Objective 6a

To create a land use pattern that will encourage people to walk, bicycle, or use public transit for a significant number of their daily trips.

Goal 6 Goal 11 Policy B-2-b [1] Policy C-20-d [3], [4] and [5] Policy E-1-l Objective E-5 Policy E-8-b Policy E-8-c Policy E-8-d Policy E-8-e Objective E-9 Policy E-9-a Policy E-9-x Policy E-9-cc Policy E-14-k

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Policy G-1-e [7]

Policy 35

The City shall consider air quality and mobility when reviewing any proposed change to the land use pattern of this community.

Goal 11 Goal 14 Policy C-20-d [4] Policy E-8-f Policy E-9-a Policy E-9-r

Policy 36

The City shall encourage projects proposing pedestrian or transitoriented designs at suitable locations [using the 2002 California Department of Transportation definition this type of design]. [NOTE: Caltrans cites the State of California Highway Design Manual as being the preferred source document for most current standards.]

Goal 11 Goal 14 Policy C-16-a Policy C-3-b. Policy C-17-a Policy C-17-b Policy E-9-cc Policy C-3-a

Policy 37

The City shall work to preserve and enhance existing neighborhoods and commercial districts having transit and pedestrian-oriented designs.

Goal 3 Goal 11 Policy C-2-o Policy C-8-d Policy C-10-a Policy C-15-d

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Policy C-16-a Policy C-16-e (continued on next page) Policy 37

(continued from previous page)

Objective E-2 Policy E-1-j. Policy E-2-l Policy G-1-e [4]

Policy 38

The City shall plan areas within ¼ mile of locations identified as transit hubs and commercial centers for higher density development.

Goal 9 Goal 11 Policy E-9-cc Policy A-1-g Policy A-1-h Policy B-1-a [4] Policy C-4-a Objective C-2 Policy C-17-b Policy C-11-b Objective C-16 Policy C-16-a Policy C-17-a Policy E-7-a Policy E-9-a Policy E-9-p

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Policy E-9-r Policy E-9-x Policy G-1-p [1] Policy G-1-e [1], [3] and [4] Policy 39

The City shall encourage higher housing densities in areas served by the full range of urban services.

Goal 11 Objective C-3 Policy C-4-b Policy C-8-c Objective C-10 Policy C-10-a Policy C-10-b Policy C-10-c Policy C-10-d Objective C-11 Policy C-11-a Policy C-11-b Policy C-15-d Policy C-16-d Policy E-9-m Policy G-1-e [1], [3], [4], [5] and [6]

Policy 40

The City shall encourage mixeduse developments that provide commercial services such as day care centers, restaurants, banks, and stores near employment centers.

Goal 9 Goal 11 Objective C-3 Policy C-3-b

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Policy C-4-d Policy C-4-n Objective C-8 (continued on next page) Policy 40

(continued from previous page)

Policy C-8-a Policy C-8-b Policy C-8-c Policy C-8-d Policy C-8-e Policy C-8-f Policy C-8-g Policy C-12-d [1] Policy C-15-d Policy E-9-m Policy G-1-e [4] Policy G-1-q [2] and [3]

Policy 41

The City shall promote the downtown (or village centers) as the primary pedestrian-oriented, commercial and financial center(s) in the city/community.

Goal 3 Goal 7 Goal 9 Goal 11 Policy A-1-g Policy A-1-h Objective C-2

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Policy C-2-o Policy C-3-a [2] Objective C-4 Policy C-4-a (continued on next page) Policy 41

(continued from previous page)

Policy C-4-b Policy C-4-c Policy C-4-d Policy C-7-n Policy C-7-o Policy C-8-d Policy C-11-a Policy C-11-b Policy C-12-d [2] Policy C-12-e Objective C-15 Policy C-15-a Objective C-16 Policy E-1-j Policy E-7-c Policy E-7-d Policy E-9-k Policy E-9-n Policy E-9-o

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Policy E-9-s Policy E-13-a Objective E-15 Policy G-1-e [1], [3], [4] and [7]

Policy 42

The City shall plan adequate neighborhood commercial shopping areas to serve new residential development.

Goal 6 Goal 9 Goal 11 Policy C-4-b Objective C-8 Objective C-12 Policy C-12-b Policy C-12-d Policy C-12-e [1] Policy C-15-d Policy E-1-l Policy E-1-m Policy E-8-e Policy G-1-e [1] and [4] The city's Local Planning and Procedures Ordinance (FMC Chapter 12, Article 6) allows for special permits and master-planned developments which integrate compatible mixed uses, however, a comprehensive revision of the Zoning Ordinance is appropriate to facilitate more innovative development concepts

Policy 43

The City shall encourage

Goal 9

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subdivision designs that provide neighborhood parks in proximity to activity centers such as schools, libraries and community centers.

Goal 11 Policy B-2-a [4] Policy C-3-b Policy C-4-b (continued on next page)

Policy 43

(continued from previous page)

Policy C-8-c Policy C-15-d Policy C-17-a Policy E-8-e Policy E-9-cc Policy E-13-a Policy E-14-h Objective E-15 Policy E-29- b Policy F-3-a Policy F-3-b Objective F-5 Policy F-5-c Policy F-5-f Policy G-1-e [4]

Policy 44

The City shall work closely with school districts to help them choose school site locations that allow students to safely walk or

Goal 11 Policy C-4-b Policy E-8-e

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bicycle from their homes.

Policy E-13-a Policy E-14-d Policy E-14-h Objective E-15 (continued on next page)

Policy 44

(continued from previous page)

Policy E-28 Objective E-29 Policy E-29-a [1] and [2] Policy E-29-b Policy E-29-f [1] and [2] Policy F-1-e Objective F-3 Policy G-1-e [4]

Policy 45

The City shall plan park and ride lots at suitable locations serving long distance and local commuters.

Goal 11 Policy E-9-k Policy G-1-e [7] Policy C-7-o Policy C-20-d [3])

Policy 46

The City shall plan for multimodal transfer sites that incorporate auto parking areas, bike parking, transit, pedestrian and bicycle paths, and park and ride pick-up points.

Goal 6 Goal 11 Policy C-3-b Policy C-7-o Policy C-20-d [3]

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Policy E-1-c [2] and [4] Policy E-1-h Policy E-9-h Policy E-9-i (continued on next page) Policy 46

(continued from previous page)

Policy E-7-d Policy E-9-j Policy E-9-cc Policy E-9-j Policy E-9-k Policy E-14-k Policy G-1-e [7] Policy G-1-k [2] Policy G-1-q [2]

Policy 47

The City shall encourage the development of pedestrianoriented shopping areas within walking distance of high-density residential neighborhoods.

Goal 9 Goal 11 Objective C-3 Policy C-3-a [2] Policy C-8-c Policy C-11-a Policy C-11-b Policy C-15-d Policy C-20-d [3] Policy E-1-j

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Policy G-1-e [1] and [4]

Policy 48

The City shall protect pedestrianoriented commercial areas from development that is incompatible in design, scale or use.

Goal 3 Goal 11 Policy C-20-d [3], [4] and [5] Policy E-1-3b Policy E-1-j Policy G-1-e [4]

Policy 49

Policy 50

The City shall discourage new regional auto-oriented commercial uses (such as volume discount stores, auto dealerships and large scale car repair) within areas designated as mixed-use, transit-oriented or pedestrian-oriented. The City shall encourage regional shopping malls/centers at sites capable of support by a full range of transportation options.

Goal 3 Goal 11 Policy E-9-p

Goal 11 Objective C-12 Policy C-12-d [2] and [3] Policy C-12-e [1] Policy E-1-l Policy E-9-cc Policy E-13-a

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Policy E-13-b Policy G-1-e [1], [3] and [7]

LAND USE: COMPACT DEVELOPMENT Objective 6b

To plan development in a way that makes the most efficient use of the land and thereby causes the least possible impacts to the environment.

Goal 2 Goal 11 Policy B-1-a Policy B-2-a [1] Policy C-2-b Objective C-10 Policy C-10-a Policy C-10-c Policy C-10-d Policy C-11-b Objective C-16 Policy C-16-b Policy C-16-c Policy C-16-d Policy C-16-e Objective C-17 Policy C-17-a Policy G-1-3 [2]

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Policy 51

Policy 51

The City shall provide for an orderly outward expansion of new urban development so that it is contiguous with existing development, allows for the incremental expansion of infrastructure and public services, and minimizes impacts on the environment. (continued from previous page)

Goal 2 Goal 11 Policy B-1-a Policy B-2-a [1] (continued on next page)

Objective C-10 Policy C-10-a Policy C-10-b Objective C-15 Policy C-15-d Policy C-15-e Policy C-16-a Policy C-16-c Objective C-17 Policy C-17-c Policy E-2-l Policy G-1-e [2] and [3] MEIR Mitigation Measures E-1 through E-3

Policy 52

The City shall encourage infill of vacant parcels.

Goal 3 Goal 11 Policy C-10-a Policy C-11-b Objective C-15

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Policy C-15-d Policy C-16-b Policy C-16-c Objective C-17 Policy C-17-a Policy G-1-e [3] Policy 53

The City shall encourage infill and redevelopment projects within an urban area that will improve the effectiveness of the transit system and will not adversely affect existing development.

Goal 3 Goal 11 Objective C-3 Policy C-4-a Policy C-10-a Policy C-11-b Objective C-15 Policy C-15-d Policy C-16-b Policy C-16-c. Policy C-16-d Policy C-16-e Objective C-17 Policy C-17-a Policy G-1-e [3] and [7]

Policy 54

The City shall adopt a reasonable urban limit line/urban growth boundary and commit to providing public services only within the

Goal 2 Goal 7 Objective B-1

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urban area.

Policy B-1-a Policy B-1-d Objective B-2 Policy B-2-a Objective C-2 Mitigation Measure E-1

Policy 55

The City shall expand public services incrementally to serve contiguous development and will discourage the formation of small sewer and water systems serving fringe urban development.

Goal 7 Goal 11 Objective B-2 Policy B-2-a Policy E-9-q Policy G-1-e [2]

LAND USE: SITE DESIGN Objective 6c and Policy 56

To promote site designs that encourage walking, cycling, and transit use.

Goal 6

The City shall encourage project sites designed to increase the convenience, safety and comfort of people using transit, walking or cycling.

Policy C-3-a [2]

Goal 11

Policy C-4-c Objective C-8 Objective C-10 Policy C-16-a Policy C-17-b Policy C-17-c Policy C-20-d [2], [4], [5] and [6] Objective E-1

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Policy E-1-j Policy E-1-k Policy E-1-l Policy E-1-m Policy E-1-o (continued on next page) Objective 6c

(continued from previous page)

Policy E-2-b

and

Policy E-2-l

Policy 56

Policy E-8-c Policy E-8-e Policy E-14-k Objective E-15 Policy E-29-a [1] and [2] Policy G-1-e Policy G-1-q [2] and [3] Policy G-1-m [1] MEIR Mitigation Measure B-5 MEIR Mitigation Measure B-6

Policy 57

The City shall require an air quality/transportation design analysis for projects exceeding District CEQA significance thresholds.

Goal 11 Policy G-1-c [2] and [3] MEIR Mitigation Measure B-1 MEIR Mitigation Measure B-2 MEIR Mitigation Measure B-3

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MEIR Mitigation Measure B-4 MEIR Mitigation Measure B-5 MEIR Mitigation Measure B-6

Policy 58

The City shall review all subdivision street and lot designs, commercial site plans, and multifamily site plans to identify design changes that can improve access by transit, bicycle, and walking

Goal 6 Goal 11 Policy C-3-a [2] Policy C-4-c Objective C-8 Objective C-10 Policy C-16-a Policy C-17-c (portion) Policy C-20-d [3], [4], [5] and [6] Objective E-1 Policy E-1-j Policy E-1-l Policy E-1-m Policy E-1-o Policy E-2-l Policy E-8-c Policy E-8-e Policy E-14-k

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Objective E-15 Policy E-29-a [1] and [2] Policy G-1-e MEIR Mitigation Measure B-6

Policy 59

The City shall require all development projects proposed within 2,000 feet of an existing or planned light rail transit, commuter rail, express bus, or transit corridor stop, to incorporate site design measures that enhance the efficiency of the transit system.

Goal 6 Goal 11 Policy E-7-d Policy E-9-o Policy G-1-e [6], [7] and [9] Policy G-1-k [2]

SUGGESTED GOALS AND POLICIES FOR CIRCULATION ELEMENTS: TRANSPORTATION INRASTRUCTURE Objective 6d

To develop innovative transportation systems that incorporate alternative transportation modes into the system designs.

Goal 6 Goal 11 Policy A-1-h Policy E-9-v Policy C-17-b Policy C-20-d [3] Policy E-1-c Policy E-1-h

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Policy E-1-k Policy E-7-a Policy E-7-d Policy E-9-h Policy E-9-i (continued on next page) Objective 6d

(continued from previous page)

Policy E-9-j Policy E-9-k Policy E-9-w Policy E-14-h Policy E-14-i Policy E-14-k Policy G-1-e [7] and [9] Policy G-1-k [2] Policy G-1-p [1], [2] and [3] Policy G-1-q

Policy 60

The City shall plan for a multimodal transportation system that meets the mobility needs of the community and improves air quality.

Goal 6 Goal 11 Policy A-1-h Objective C-10 Policy C-17-b Policy C-20-d [3] and [4] Objective E-1

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Policy E-1-c Policy E-1-h Policy E-1-j Policy E-7-a Policy E-7-d Policy E-8-f (continued on next page) Policy 60

(continued from previous page)

Policy E-9-h Policy E-9-i Policy E-9-j Policy E-9-k Policy E-9-n Policy E-9-v Policy E-9-w Policy E-14-k Policy E-14-i Policy E-14-h Policy G-1-e [9] Policy G-1-p [2] Policy G-1-k [2] Policy G-1-q

Policy 61

The City shall vigorously pursue and use state and federal funds

Goal 11 Policy E-6-d.

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earmarked for bicycle and transit improvements.

Policy E-9-v Policy E-9-bb Policy E-1-k Policy G-1-e [3], [9] and [10] Policy G-1-q [2] and [3]

Policy 62

The City shall encourage the consolidation of transit services within the metropolitan area to maximize the efficiency of transit services while minimizing costs.

Goal 7 Goal 11 Objective B-2 Policy B-2-a [5] Objective E-9 Policy E-9-c Policy E-9-d Policy E-9-g Policy E-9-i Policy E-9-n Policy E-9-q Policy E-9-t

Policy 63

The City shall ensure to the extent feasible that pedestrian, bicycle, and automobile connections are maintained in existing neighborhoods affected by transportation and other

Goal 3 Goal 11 Policy E-8-c Policy C-8-d

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development projects

Policy C-16-a Policy C-17-c Policy E-1-c [2] and [4] Objective E-2 Policy E-1-j Policy E-14-k Policy E-1-m Policy E-2-l

TRANSPORTATION INRASTRUCTURE: TRANSIT Policy 64

The City shall require transit improvements at sites deemed appropriate and necessary by the Transportation Department and the transit provider and consistent with long-range transit plans.

Goal 2 Goal 11 Policy E-9-u Policy E-9-c Policy E-9-r Policy G-1-e [7] Policy G-1-q [2]

Policy 65

Policy 66

The City shall work with Caltrans and transit providers to identify park and ride sites with convenient access to public transit.

The City shall design all arterial and collector streets planned as transit routes to allow the efficient operation of public transit.

Goal 11 Policy E-9-k Policy C-7-o Goal 11 Objective E-8 Policy E-8-b Policy E-8-e Policy E-9-cc

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Public Works Standard Drawings P-73 and P-97 for Design of Bus Turnouts on major streets

TRANSPORTATION INRASTRUCTURE: BICYLE AND PEDESTRIAN FACILITIES Policy 67

The City shall ensure that a comprehensive system of bikeways and pedestrian paths is planned and constructed in accordance with an adopted City/County plan

Goal 6 Goal 11 Goal 14 (continued on next page)

Policy 67

(continued from previous page)

Policy C-3-a [2] Policy C-4-c Objective C-10 Policy C-17-b Policy C-20-d [3], [4] and [5] Policy E-1-c Policy E-1-h Policy E-1-j Policy E-1-k Policy E-1-l Policy E-1-m Policy E-1-o Policy E-2-b Policy E-2-l Policy E-8-c Policy E-8-e Policy E-9-h

Air Quality Element Amendments to the 2025 Fresno General Plan Attachment 2 Page 40

Policy E-9-i Policy E-9-v Objective E-13 Policy E-13-a Policy E-13-b Policy E-13-c Policy E-13-d (continued on next page) Policy 67

(continued from previous page)

Policy E-13-e Objective E-14 Policy E-14-a Policy E-14-b Policy E-14-c Policy E-14-f Policy E-14-g Policy E-14-h Policy E-14-j Policy E-14-k Policy E-14-i Objective E-15 Policy G-1-e [6] and [9] Policy G-1-m [1] Policy G-1-q [3]

Policy 68

The City shall ensure that regional

Goal 2

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and commuter bikeways are extended to serve new development consistent with the adopted bikeway plan.

Goal 6 Goal 11 Policy B-1-a [3], [4] and [5] Policy C-3-a [2] Policy C-4-c Policy C-20-d [4] Policy E-1-c [2] and [4] (continued on next page)

Policy 68

(continued from previous page)

Policy E-1-h Policy E-1-j Policy E-1-k Policy E-1-l Policy E-8-c Policy E-9-t Policy E-9-v Objective E-13 Policy E-13-a Policy E-13-b Policy E-13-c Policy E-13-d Policy E-13-e Policy E-14-a Policy E-14-b Policy E-14-j

Air Quality Element Amendments to the 2025 Fresno General Plan Attachment 2 Page 42

Policy E-14-k Objective E-15 Policy G-1-e [6] and [9] Policy G-1-m [1] Policy G-1-q [3]

Policy 69

The City shall ensure that upgrades to existing roads (widening, curb and gutter, etc.) include bicycle and pedestrian improvements in their plans and implementation where appropriate.

Goal 6 Goal 11 Policy E-1-c [1], [2] and [4] Policy E-1-k Objective E-13 Policy E-13-d Policy E-14-b Objective E-15 Policy G-1-e [9] Policy G-1-m [1] Policy G-1-q [3]

Policy 70

The City shall require new major activity centers, office and commercial development to provide secure bicycle storage and parking facilities.

Goal 6 Goal 11 Policy E-14-h Policy E-13-b Fresno Municipal Code subsections 12-306-I 1.1,

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12-306-I-2.1-c and 12-306-I-5.d Policy 71

The City shall preserve abandoned railroad right of ways with no potential for use as light rail lines for use as bikeways and pedestrian paths when feasible.

Goal 6 Goal 11 Objective E-6 Policy E-6-b Policy E-6-c Policy E-15-a Policy G-1-p [2]

TRANSPORTATION INRASTRUCTURE: LIGHT RAIL/COMMUTER RAIL Policy 72

The City shall identify potential light rail corridors during major general plan updates and take action to protect the right of way from incompatible development.

Goal 6 Goal 11 Policy A-1-h Policy B-1-a [4] and [5] Objective C-2 Policy E-1-h Objective E-6 Policy E-7-a Policy E-9-w Policy G-1-p [2]

Policy 73

The City shall preserve specific existing railroad right of ways that have the potential to be used as light rail lines.

Goal 6 Goal 11 Objective E-6 Policy E-6-b Policy E-6-c

Air Quality Element Amendments to the 2025 Fresno General Plan Attachment 2 Page 44

Policy E-6-d Policy E-9-a Policy G-1-p [2] Policy 74

The City shall support the use of suitable freeway and expressway right of ways for light rail.

Goal 6 Goal 11 Policy E-1-c [2] and [4] Policy E-1-h Policy E-7-b

Policy 75

The City shall plan the area around new commuter and mainline rail stations to provide convenient and safe pedestrian and bicycle access, and connections to the transit system.

Goal 6 Goal 11 Policy E-1-c [2] and [4] Objective E-5 Policy E-5-g Policy E-7-c Policy E-7-d Policy E-9-h Policy E-9-i Policy E-9-j Policy E-9-o Policy E-9-r Policy E-9-s

ATTACHMENT 3 “OPERATION CLEAN AIR” AND OTHER ONGOING IMPLEMENTATION MEASURES OF THE CITY Beginning in early 2003, the City partnered with other Valley agencies, jurisdictions, businesses, agricultural interests, non-profit organizations, health and environmental groups to move forward “Operation Clean Air,” a regional initiative committed to taking action to improve the Valley’s air quality. Fresno has been proactive and taken great strides toward improving Valley air and now has the largest “clean air vehicle” fleet in the San Joaquin Valley

CITY OF FRESNO "CLEAN AIR" FLEET 50

Low-emission CNG and Hybrid Transit Buses

4

CNG Trolleys

6

CNG Handi-Ride Buses

59

Retrofitted Diesel Powered Buses with REV (reduced emission vehicle) engines and diesel particulate traps (22 have been subsequently retired in favor of vehicles utilizing even cleaner engine technologies)

2

Hybrid (gasoline-electric) Transit Buses

2

Hybrid (diesel-electric) Transit Buses

12

Compressed Natural Gas (CNG) Pickups, Vans and Sedans

7

Flex Fuel Pickups, Vans and Sedans (CNG/Unleaded Fuel)

3

Compressed Natural Gas (CNG) Street Sweepers

52

Hybrid (gasoline-electric) Sedans and Trucks

34

Electric Vehicles

5

Propane Powered Vehicles

103

LNG Powered Refuse Trucks

59

Retrofitted Diesel Powered Refuse Trucks with combination lean NOx catalyst and diesel particulate filters

9

Retrofitted Diesel Powered Street Sweepers with combination lean NOx catalyst and diesel particulate filters

1

Plug-In CNG/Electric Hybrid Refuse Truck

56

Heavy duty diesel trucks and construction equipment equipped with exhaust after-treatment devices

9

Off Road Equipment with exhaust after-treatment devices

473

Total

Air Quality Element Amendments to the 2025 Fresno General Plan Attachment 3 Page 2

FUELS: Liquefied Natural Gas (LNG) Fueling Station The City of Fresno has the largest LNG fuel station in the San Joaquin Valley, a 27,000 gallon capacity facility operated by Fleet Management at the Municipal Service Center. Its primary use is to provide fuel for City-owned refuse trucks. A further expansion of this LNG fueling station is proposed. Compressed Natural Gas (CNG) Fueling Station Fresno Area Express (FAX) operates the largest CNG fueling station in the San Joaquin Valley. The station provides CNG fuel for the transit fleet as well as fuel for other city department vehicles that operate on CNG. Fuel Cost Comparisons (Based on market prices as of 2008): Fuel Cost per Type Gallon / GGE

Diesel Equivalent

Cost* Diesel

LNG/CNG Variance Fuel Cost (Savings)

LNG

$ 1.23

$ 2.09

$ 3.00

$ (0.91)

30%

CNG

$ 1.08

$ 1.34

$ 3.00

$ (1.66)

55%

*

Diesel Equivalent Gallon is LNG cost multiplied by 1.7; Diesel Equivalent Gallon is CNG cost multiplied by 1.30

In early 2008, the Downtown Van Pool Program consisted of 18 vanpools into Downtown Fresno. In March of that year, the Council of Fresno County Governments started a new vanpool utilizing Measure C funds. Over time, pre-existing vanpool participants have been transferred to the COG program. The City continues to implement and sustain several other programs that meet the goals of Operation Clean Air. These include: PHOTOVOLTAIC SOLAR POWER INSTALLATIONS Municipal Service Center Installation: Installed in 2004 and currently being considered for expansion, this 660 kW, 62,500 sq. ft) rooftop solar energy photovoltaic system is owned by the City. Its original cost was $4.125 million, but with a rebate check from PG&E for $2,062,500 the final cost was $2,062,500--and that was financed through a low-interest loan from the California Energy Commission). The estimated lifetime (30-year) savings of this installation is $4 million. A Request for Proposal is being prepared for an expansion of this solar installation.

Air Quality Element Amendments to the 2025 Fresno General Plan Attachment 3 Page 3

Airport Solar Array: Approved with Conditional Use Permit No. C-07-134, this two-phase, 2+ MW installation involves a power purchase agreement (PPA). “Site 1,” a 1.6 MW groundmounted southeast of airport runways, has been completed and is on-line. “Site 2” consists of a rooftop array that will generate at least 400 kW. It is being constructed as part of the Airport consolidated car rental facility. SOUTHEAST INTERMODAL TRANSIT FACILITY This project has been commonly known as the :”Transit Village,” proposed for the south side of East Kings Canyon Road (a planned Bus Rapid Transit Corridor) east of Willow Avenue. The enabling plan amendment, rezone, and conditional use permit have been approved for this project, which will include a transit transfer center for up to seven bus routes;a public park; and a senior housing facility with more than 100 dwellling units. EXPANSION OF E-GOVERNMENT AND SATELLITE CITY FACILITIES The Manchester Mall City satellite office, co-located with a major transit facility, has reduced miles traveled for people wishing to transact business with the City. The Planning and Development Department has expanded its online and fax application processes, and several City Departments have created websites that allow widespread public access to information, avoiding the need to travel to downtown Fresno. TRAFFIC SIGNAL SYNCHRONIZATION A traffic signalization control facility has been located at the Municipal Service Center, and installation of signal control equipment to allow synchronization has been an ongoing part of road improvements and development conditions throughout the city. Working from a priority list that has been derived from congestion and feasibility studies, significant segments of major streets are being synchronized. Herndon Avenue signal synchronization has already reduced delay and attendant air pollution. BICYCLE TRANSPORTATION Acquisition of right-of-way and striping for bike lanes on major streets has been an ongoing part of public works standards, implemented through development conditions for subdivisions and special permits for many years. A City of Fresno Bicycle Transportation Plan was approved in early 2004. Currently, the Public Works Department has programmed a comprehensive bicycle facility plan with design and implementation measures to update bicycle infrastructure standards and to explore ways to expand bicycle-related improvements and to integrate more bike facilities into older, already-developed parts of the City.