HomeMy WebLinkAboutDiamond Bar Climate Action Plan 2040.pdfCLIMATE AC TION PLAN 2040
ADOPTED DECEMBER 17, 2019
CITY COUNCIL RESOLUTION NO. 2019-45
CLIMATE AC TION PLAN 2040
ADOPTED DECEMBER 17, 2019
CITY COUNCIL RESOLUTION NO. 2019-45
Prepared by
Table of Contents
Executive Summary ....................................................................................... ES-1
1 Introduction .............................................................................................. 1-1
1.1 Scope and Purpose ............................................................................... 1-1
1.2 Climate Change and Greenhouse Gases Overview ......................... 1-2
1.3 Effects of Climate Change on Diamond Bar ...................................... 1-6
1.4 California GHG Reduction Legal Framework ...................................... 1-8
1.5 Federal and State Emissions Reductions Strategies and Standards 1-10
1.6 Planning Process .................................................................................. 1-14
1.7 How to Use This Plan ............................................................................ 1-16
2 Emissions Inventory .................................................................................. 2-1
2.1 Methodology ......................................................................................... 2-1
2.2 Emissions Inventory................................................................................. 2-3
3 Greenhouse Gas Reduction Targets and Forecasts ............................. 3-1
3.1 GHG Reduction Target.......................................................................... 3-1
3.2 Business as Usual Forecast with General Plan Land Use and
Circulation System ................................................................................. 3-4
3.3 GHG Reductions to Forecast from State Actions ................................ 3-9
3.4 Modified Forecast: GHG Reductions from Additional General Plan
Policies and Actions ............................................................................ 3-11
3.5 Modified Forecast ................................................................................ 3-19
4 Monitoring Progress and Optional Measures to Further Reduce
Emissions ................................................................................................... 4-1
4.1 Monitoring Progress ............................................................................... 4-1
4.2 Optional Measures to Further Reduce Emissions ................................. 4-3
Appendix A: Climate Change Informational Resources ............................ A-1
Appendix B: References ................................................................................ B-1
Appendix C: Applicable General Plan Goals and Policies ....................... C-1
Appendix D: Potential Project Level GHG Reduction Measures ................ D-1
Appendix E: City Council Resolution No. 2019-10 – Balanced Energy
Solutions .....................................................................................................E-1
TABLE OF CONTENTS
List of Figures
Figure 1-1: Greenhouse Gas Effect ............................................................... 1-3
Figure 1-2: Change in Average Global Temperatures ................................ 1-5
Figure 2-1: 2016 GHG Emissions by Sector .................................................... 2-6
Figure 2-2: Electricity Emissions by Sector ..................................................... 2-8
Figure 2-3: Natural Gas Emissions by Sector ................................................. 2-9
Figure 3-1: 2016 Emissions and Emissions Targets .......................................... 3-3
Figure 3-2: Forecast with General Plan Land Use and Circulation System 3-8
Figure 3-3: Forecast with (1) General Plan Land Use and Circulation System
and (2) State Actions ........................................................................... 3-11
Figure 3-4: Modified Forecast (Forecast Emissions with (1) General Plan
Land Use and Circulation System, (2) State Actions, and (3)
Additional General Plan Policies) ....................................................... 3-20
Figure 4-1: Process of Climate Action Planning .............................................. 2
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List of Tables
Table ES-1: Emissions Inventory, Forecasts, and Targets ................................. 2
Table 2-1: Residential, Commercial, and Industrial (RCI) Inputs; 2016 ....... 2-3
Table 2-2: Residential and Commercial Waste Characterization; 2016 .... 2-4
Table 2-3: 2016 GHG Emissions (MTCO2e per year) ..................................... 2-7
Table 2-4: Electricity Emissions by Sector (MTCO2e per year) ..................... 2-7
Table 2-5: Natural Gas Emissions by Sector (MTCO2e per year) ................. 2-8
Table 3-1: 1990 GHG Emissions (MTCO2e per year) ..................................... 3-2
Table 3-2: 2016 Emissions and Emissions Targets ........................................... 3-3
Table 3-3: 2016 VMT and Projected 2030 and 2040 VMT............................. 3-6
Table 3-4: 2016 Water Demand and UWMP Projected 2030 and 2040
Water Demand ...................................................................................... 3-6
Table 3-5: 2016 Emissions and BAU Forecast Emissions by Sector, 2030 and
2040 (MTCO2e per year)........................................................................ 3-7
Table 3-5: RPS GHG Reductions .................................................................... 3-9
Table 3-6: Title 24 Building Efficiency Improvements GHG Reductions .... 3-10
Table 3-7: Forecast with State Actions ........................................................ 3-10
Table 3-8: GHG Reductions from Additional General Plan Policies and
Actions (MTCO2e per year) ................................................................. 3-19
Table 3-9: Modified Forecast (Forecast Emissions with General Plan Land
Use and Circulation System, State Actions, and Additional General
Plan Policies) and Emissions Targets ................................................... 3-19
TABLE OF CONTENTS
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Executive Summary
This Diamond Bar Climate Action Plan (CAP) is designed to reinforce the City’s
commitment to reducing greenhouse gas (GHG) emissions, and demonstrate how
the City will comply with State of California’s GHG emission reduction standards.
As a Qualified GHG Reduction Strategy, the CAP will also enable streamlined
environmental review of future development projects, in accordance with the
California Environmental Quality Act (CEQA).
The CAP includes:
❖ An inventory of the City’s GHG emissions;
❖ Forecasts of future GHG emissions;
❖ Monitoring and reporting processes to ensure targets are met; and
❖ Options for reducing GHG emissions beyond State requirements that could
be adopted at a future date, if so needed or desired.
The CAP, which has been prepared concurrently with the updated Diamond Bar
General Plan, provides an analysis of GHG emissions to the year 2040, which is the
horizon year for the General Plan.
State-Mandated Local GHG Emissions Targets and Guidelines
The CAP reflects guidelines established in the 2017 Scoping Plan prepared by the
California Air Resources Board (CARB). The Scoping Plan, designed to implement
the State’s not-to-exceed GHG emission targets set in Executive Order S-3-15 and
Senate Bill 32, recommends that local governments target 6 metric tons carbon
dioxide equivalent (MTCO2e) per capita per year in 2030 and 2 MTCO2e per
capita per year in 2050 in their CAPs.
Emissions Inventory and Forecast
The 2016 emissions inventory and 2030 and 2040 emissions forecasts cover direct
GHG emissions from sources within the boundaries of Diamond Bar. 2016 is the
most recent year for which all data is available. Indirect emissions associated with
the consumption of energy that is generated outside the borders of the City, such
as electricity, are also included. The emissions inventory and forecast tally
emissions from nine sectors: residential, commercial, industrial, transportation, solid
waste, water, wastewater, off-road equipment, and public lighting.
EXECUTIVE SUMMARY
ES-2
The City’s General Plan includes closely integrated land use and transportation
systems and policies designed to foster a more sustainable community. Table ES-1
shows the 2016 emissions inventory, along with 2030 and 2040 emissions forecasts
that take into account planned State actions, and incorporating results of the
traffic forecasts conducted for the General Plan Update, as well additional
reductions from other policies contained in the General Plan.
The analysis presented in Chapter 3 finds that Diamond Bar will meet its targets for
2030 and 2040 without any additional measures beyond those prescribed by the
General Plan’s Goals and Policies, as summarized in Table ES-1 below.
TABLE ES-1: EMISSIONS INVENTORY, FORECASTS, AND TARGETS
Year
Inventory/Forecast
(MTCO2e per year)
Inventory/Forecast
(MTCO2e per capita per
year)
GHG Emissions Targets
(not-to-exceed MTCO2e
per capita per year)
2016 348,790 6.0 N/A
2030 254,209 4.2 6.0
2040 251,074 3.8 4.0
Monitoring and Reporting Progress
The City will periodically monitor and report on progress towards achieving the
emissions targets, potentially every five years, unless otherwise required more
frequently by State law. The monitoring report will include information on the status
of the federal and State level emissions reductions measures identified in Chapter
3 of this CAP, as well as any new efforts that may emerge in the reporting year.
Updating the GHG Inventory and the CAP
The City will update the GHG inventory periodically. If an updated inventory
reveals that Diamond Bar is not making adequate progress toward meeting the
GHG target, or that new technologies and programs emerge that warrant
inclusion in the CAP, the City will adjust the CAP by modifying, adding, and/or
replacing policies in the General Plan or elsewhere, or incorporating optional
measure(s) to further reduce emissions outlined in Section 4.2 of this CAP. For
illustration purposes, the CAP outlines several candidate measures, and quantifies
the likely GHG emissions reductions resulting from them. The measures include:
❖ Photovoltaic systems;
❖ Energy efficiency retrofits;
❖ Electrification;
❖ Increased Zero-Emission Vehicle travel;
❖ Zero Waste; and
❖ Clean Power partnerships.
1
Introduction
1.1 Scope and Purpose
Background and Purpose
The Diamond Bar Climate Action Plan (CAP) – the City’s first CAP – is designed to
reinforce the City’s commitment to reducing greenhouse gas (GHG) emissions
and demonstrate how the City will comply with State of California’s GHG emission
reduction standards. As a Qualified GHG Reduction Strategy, the CAP will also
enable streamlined environmental review of future development projects, in
accordance with the California Environmental Quality Act (CEQA).
The CAP has been prepared concurrently with the updated Diamond Bar General
Plan, reflecting the City’s most current land use and transportation strategy, and
GHG implications of various General Plan’s goals and policies. The General Plan
Environmental Impact Report (EIR) also serves as the EIR on the CAP, and the GHG
analysis in the CAP is fully synchronized with the analysis in the EIR.
The General Plan includes strategies such as transit-oriented and mixed-use
development, integrated transportation and land use planning, promotion of
bicycle and pedestrian movements, and parking and transportation demand
management. It also includes goals and policies to promote energy efficiency,
waste reduction, and resource conservation and recycling. These strategies,
goals, and policies would result in GHG reductions compared to baseline trends.
As a document adopted by the City of Diamond Bar City Council, the CAP applies
to the municipal limits of the City of Diamond Bar. All information and data
presented in the CAP, unless otherwise noted, is for the area within the City’s
municipal limits. The General Plan covers a larger Planning Area that includes part
of Tonner Canyon, an undeveloped wooded canyon that stretches from SR-57
east to the San Bernardino county line. The General Plan does not propose any
development within Tonner Canyon, which is designated as a Significant
Ecological Area (SEA) under the Diamond Bar General Plan and Los Angeles
County SEA Program.
1: INTRODUCTION
1-2
CAP Contents
The CAP includes:
❖ An inventory of the City’s GHG emissions;
❖ Forecasts of future GHG emissions;
❖ Actions that demonstrate the City of Diamond Bar commitment to achieve
State GHG reduction targets by monitoring and reporting processes to
ensure targets are met; and
❖ Options for reducing GHG emissions beyond State requirements in effect as
of the CAP’s adoption date.
While there is no sunset year for the CAP, the CAP provides analysis of GHG
emissions to the year 2040, which is the General Plan horizon year.
Community Vision and Environmental Stewardship
As part of the General Plan update visioning process, residents and other
stakeholders were asked to describe those qualities that make Diamond Bar a
great community, so that the common goal of preserving and enhancing those
qualities may serve as a guide for all planning efforts. The resultant General Plan
Vision incorporates environmental stewardship as a key tenet:
“Through thoughtful planning, collaboration, and stewardship, the community is
able to meet the needs of current and future generations, both growing as a city
and preserving the strong connections and environmental resources that define
its “country living” identity.”
In addition, the General Plan reflects several high-level values that can be applied
across several topics in the General Plan, and serve as the document’s organizing
themes. Chapter 5 of the General Plan, Resource Conservation, highlights the City
of Diamond Bar’s commitment to preservation and restoration of open spaces
and sensitive habitat. Chapter 8 of the General Plan, Community Health and
Sustainability, prioritizes actions that support environmental justice and reduction
of greenhouse gases.
1.2 Climate Change and Greenhouse Gases Overview
Greenhouse Effect and GHGs
Gases that trap heat in the atmosphere are often called “greenhouse gases” or
GHGs. The greenhouse effect traps heat in the troposphere through a threefold
process: Short-wave radiation emitted by the sun is absorbed by the earth; the
earth emits a portion of this energy in the form of long-wave radiation; and GHGs
in the upper atmosphere absorb this long-wave radiation, emitting some of it into
space and the rest back toward the earth. This “trapping” of the long-wave
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(thermal) radiation emitted back toward the earth is the underlying process of the
greenhouse effect (Figure 1-1).
Principal GHGs include carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O),
ozone (O3), and water vapor (H2O). Some GHGs, such as CO2, CH4, and N2O,
occur naturally and are emitted to the atmosphere through natural processes and
human activities. Since different gases contribute to the greenhouse effect in
different proportions, the term CO2e (carbon dioxide equivalent) is used to
calibrate each of the different GHGs in terms of the amount of CO2 that would
produce the same thermal effect.
The greenhouse effect is a natural process that contributes to regulating the
earth’s temperature. Without it, the temperature of the earth would be about 0°F
(−18°C) instead of its present 59°F (15°C) and unlikely to support human life in its
current form.
Figure 1-1: Greenhouse Gas Effect
Source: United States Environmental Protection Agency, 2016.
1: INTRODUCTION
1-4
Carbon Cycle and Global Temperatures
The global carbon cycle is complex and incorporates natural sources of
atmospheric carbon dioxide, including respiration of aerobic organisms, wildfires,
and volcanic outgassing, and sinks such the removal of CO2 by land plants for
photosynthesis, and absorption by the ocean. Data collected on global GHG
concentrations over the past 800,000 years demonstrates that the concentration
of CO2, the principal GHG, has increased dramatically since pre-industrial times,
from approximately below 300 parts per million (ppm) in 1800, to about 353 ppm
in 1990 and 404 ppm in 2016.
Increased atmospheric concentrations of GHGs have led to a rise in average
global temperatures. Figure 1-2 shows the increase in global temperatures from
1880 to 2019. While average global temperatures fluctuate on a yearly basis, the
general trend shows a long-term temperature increase. Since 1976, every year has
been warmer than the long-term average. In 2018, the average temperature
across global land and ocean surfaces was 1.42°F (0.79°C) above the twentieth-
century average. During 2018, 11 of 12 monthly global land and ocean
temperature departures from average ranked among the five warmest for their
respective months, giving way to the fourth warmest year in NOAA's 139-year
record. The consensus among climate scientists is that earth’s climate system is
unequivocally warming, and rigorous scientific research demonstrates that
anthropogenic1 greenhouse gases are the primary driver.
1 Caused by human activities
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Figure 1-2: Change in Average Global Temperatures
Source: National Oceanic and Atmospheric Administration, 2018.
Climate Change
Global climate change concerns are focused on the potential effects of climate
change resulting from excessive GHGs in the atmosphere and how communities
can mitigate effects and adapt to change in the short and long term.
Numerous observations document the impacts of global climate change,
including increases in global average air and ocean temperatures, the
widespread melting of snow and ice, more intense heat waves, and rising global
average sea level. Scientists have high confidence that global temperatures will
continue to rise in the foreseeable future, largely due to anthropogenic GHG
emissions. In addition to the physical impacts to the environment from increased
temperatures, sea level rise, and more frequent extreme weather events, global
climate change is predicted to continue to cause ecological and social impacts.
Ecological impacts of climate change include greater risk of extinction of species,
loss of species diversity, and alteration of global biogeochemical cycles, which
play an essential role in nutrient distribution. The social impacts of climate change
include impacts on agriculture, fisheries, energy, water resources, forestry,
construction, insurance, financial services, tourism, and recreation.
According to the International Panel on Climate Change (IPCC) in North America,
the regional impacts of climate change are a forecast of decreased snowpack
in the western mountains; a 5 to 20 percent decrease in the yields of rain-fed
agriculture in some regions; and increased frequency, intensity and duration of
heat waves in cities that currently experience them.
1: INTRODUCTION
1-6
In California, the Climate Action Team (CAT)—a group of state agency secretaries
and the heads of agencies, boards, and departments, led by the Secretary of the
California Environmental Protection Agency—synthesized current research on the
environmental and economic impacts of climate change. The CAT found that
climate changes are poised to affect virtually every sector of the state’s economy
and most ecosystems. Key findings of the CAT include predicted decreases in
water supply that could cause revenue losses of up to $3 billion per year in the
agricultural sector by 2050, increases in statewide electricity demand of up to 55
percent by the end of the century, increased wildfire risk that may cause
monetary impacts of up to $2 billion per year by 2050, and ecosystems impacts
affecting California’s historic ranching culture and a source of local, grass-fed
beef. The 2018 wildfire season alone cost the California fire department $1 billion
and resulted in $11.4 billion in insurance claims.
Higher temperatures, changes in precipitation, decreased water supplies
accompanied by increased demand, increased risk of wildfire, a greater number
of extremely hot days, the decline or loss of plant and animal species, and other
impacts of climate change are expected to continue to affect Diamond Bar.
1.3 Effects of Climate Change on Diamond Bar
Open Space and Biological Resources
Although Diamond Bar is primarily developed as a residential community, open
spaces and vegetated habitats have a large presence within the City’s hilly
terrain. A diversity of native plant and animal species inhabit Diamond Bar’s open
spaces, including coast live oak woodland and California walnut woodland.
These species are vulnerable to the effects of climate change, which can reduce
available habitat through increased temperature, drier conditions, and increased
wildfire frequency and intensity. Climate change can also worsen the
endangered status of many native species within Diamond Bar. However,
Diamond Bar’s open space is considered a valuable resource in the City’s fight
against climate change. California’s oak woodlands act as carbon sinks, storing
an estimated 675 million metric tons of carbon dioxide (MTCO2e). Riparian habitats
and wetlands also act as climate sinks and are beneficial to ecological
adaptation to climate change. Destruction of these habitats, both through land
use decisions and the consequences of intensifying climate change, has the
potential to release a significant amount of greenhouse gases. The Diamond Bar
General Plan update includes multiple policies aimed at preserving open space
and riparian habitat to encourage the health of the City’s biological resources,
particularly oak and walnut woodlands, and applies land use designations that
minimize impacts of development on these resources. Additionally, the General
Plan includes policies that promote the use of native and drought-tolerant
vegetation in landscaping, which can reduce water use.
Access to open space also benefits the human population of Diamond Bar.
Increasing the tree canopy and preserving existing open space can reduce the
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urban heat island effect and therefore heat-related illnesses. Existing open space
resources include multiple parks, the Diamond Bar Golf Course, and Tonner
Canyon. The General Plan includes policies and mitigation explicitly aimed at
increasing equitable access to open space and preservation of existing resources.
Public Health and Environmental Justice
Climate change threatens human health, including mental health, and access to
clean air, safe drinking water, nutritious food, and shelter. Diamond Bar residents
who are already more vulnerable to health challenges are likely to be the most
affected by climate change. These populations tend to be the young and the
old, the poor, and those who are already sick. Increases in extreme heat events
can increase the risk of heat-related illness or death, or the worsening of chronic
health conditions. Food scarcity and higher food prices from impacts to
agriculture can cause increased hunger and reduced availability of nutrition. The
increased frequency of natural disasters such as floods, droughts, wildfires, and
storm surges can cause injury or death, illness, and increases or shifts in infectious
disease.
Environmental justice refers to the fair treatment and meaningful involvement of
all people regardless of race, color, national origin, or income with respect to the
development, implementation and enforcement of environmental laws,
regulations and policies. Environmental justice is typically examined in the context
of disadvantaged communities. The term “disadvantaged community” (DAC) is
defined by the California Health and Safety Code, Section 39711, and refers to
areas disproportionately affected by environmental pollution and other hazards
that can lead to negative public health effects, exposure to hazards, or
environmental degradation, and socio-economic vulnerability, determined by
concentrations of people that are of low income, high unemployment, low levels
of homeownership, high rent burden, sensitive populations, or low levels of
educational attainment. Disadvantaged communities can be disproportionately
affected by climate change and may be less able than other to adapt to or
recover from climate change impacts. While no disadvantaged communities
have been identified by CalEPA in Diamond Bar or its Sphere of Influence as of
2019, the General Plan is drafted with an understanding that a community is only
as resilient as its most vulnerable populations.
Wildfire
Climate change can exacerbate the frequency and intensity of wildfires. In recent
years, the State of California has experienced increasingly severe wildfire seasons.
In 2017 and 2018, devastating fires such as the Camp and Tubbs fires in Northern
California, and the Woolsey and Thomas Fires in Southern California demonstrated
the profound impact wildland fires can have on populated areas. As the wildland-
urban interface continues to expand and changes in climate patterns become
more apparent, wildfire risk management at the local level will become more and
more important.
1: INTRODUCTION
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The California Department of Forestry and Fire Protection (CAL FIRE) has mapped
fire threat potential throughout California. CAL FIRE ranks fire threat according to
the availability of fuel and the likelihood of an area burning (based on
topography, fire history, and climate). Diamond Bar contains regions of very high
fire severity, including most of the designated open space areas and much of the
Diamond Bar Country Estates neighborhood. Areas with a higher frequency of
wildfires have included the SOI and surrounding open spaces outside of the City.
Since the 1980s, wildfires have occurred in locations near Peaceful Hills Road,
Eldertree Drive, Diamond Knoll Lane, and Wagon Train Lane in the southern portion
of the City; in and around the SOI; and near to but outside of the northern City
limits. The General Plan includes multiple policies aimed at minimizing wildfire risk
in Diamond Bar.
Drought and Flooding
Throughout history, the State of California has experienced many droughts, with
the most recent drought period lasted between 2011 and 2017. Effects of drought
can include increased susceptibility to wildfires, increased risk of flooding and
landslide, habitat degradation, permanent loss of groundwater storage, and
impacts to agriculture. California could be affected by significantly more
dangerous and more frequent droughts in the near future as changes in weather
patterns triggered by climate change block rainfall from reaching the state.
Climate change can also increase the volatility of California’s climate, resulting in
dramatic swings between dry and wet years and widespread flooding. While
Diamond Bar is located outside of any flood hazard areas, a portion of its SOI is
located within a 100-year flood plain, in which there is a one percent chance of
flood event being equaled or exceeded in any given year. General Plan policies
emphasize water conservation and drought-tolerant landscaping, which may
alleviate future drought conditions in Diamond Bar.
1.4 California GHG Reduction Legal Framework
California has taken an aggressive stance to reduce GHG emissions in order to
combat the impacts of climate change; some of the State actions include the
following.
Governor’s Executive Order S-3-05
Executive Order S-3-05 (EO S-3-05) issued in 2005 recognizes California’s
vulnerability to increased temperatures causing human health impacts, rising sea
levels, and a reduced Sierra snowpack due to a changing climate. The Executive
Order established targets to reduce GHG emissions to 2000 levels by 2010, to 1990
levels by 2020, and to 80 percent below 1990 levels by 2050.
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Global Warming Solutions Act of 2006 and 2008 CARB Scoping Plan
The Global Warming Solutions Act of 2006 (Assembly Bill 32, or AB 32) codifies the
targets set in EO S-3-05 of statewide reductions to 1990 emissions levels by 2020. AB
32 directs the California Air Resources Board (CARB) to develop and implement a
scoping plan and regulations to meet the 2020 target.
CARB approved the Scoping Plan in 2008, which provides guidance for local
communities to meet AB 32 and EO S-3-05 targets. The Scoping Plan adopted a
quantified cap on GHG emission representing 1990 emission levels, instituted a
schedule to meet the emission cap, and developed tracking, reporting, and
enforcement tools to assist the State in meeting the required GHG emissions
reductions.
Governor’s Executive Order S-3-15 and 2017 CARB Scoping Plan
Executive Order S-3-15 (EO S-3-15) issued in 2015 established an interim target to
reduce GHG emissions to 40 percent below 1990 levels by 2030. In 2016, the
Legislature passed Senate Bill (SB) 32, which codified the 2030 GHG emissions
reduction target. To reflect this target, CARB’s 2017 Climate Change Scoping Plan
Update recommends that local governments target 6 metric tons carbon dioxide
equivalent (MTCO2e) per capita per year in 2030 and 2 MTCO2e per capita per
year in 2050.
The CAP’s GHG emission targets are based on meeting the goals set in EO S-3-15
and SB 32, following the CAP guidelines established in the 2017 Scoping Plan.
Governor’s Executive Order B-55-18
Executive Order B-55-18 (EO B-55-18) issued in 2018 established a statewide goal
to achieve carbon neutrality as soon as possible, and no later than 2045, and to
achieve and maintain net negative emissions thereafter. EO B-55-18 is established
in addition to the existing statewide targets of reducing GHG emissions. To achieve
this target, remaining emissions must be offset by equivalent net removals of CO 2
from the atmosphere, including through sequestration in forests, soils and other
natural landscapes.
The CAP’s GHG emission targets are not based on the goals set in EO B-55-18 given
the General Plan’s horizon date of 2040. However, strategies recommended in the
CAP would contribute towards carbon sequestration goals established in EO B-55-
18.
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1.5 Federal and State Emissions Reductions Strategies and
Standards
Several federal and state standards have been adopted to reduce GHG
emissions, in addition to and in support of the targets set in EO S-3-15 and SB 32. As
of August 2019, multiple federal programs have been challenged by the Trump
administration and are discussed below.
Federal Standards
Corporate Average Fuel Economy Standards
The United States Environmental Protection Agency (EPA) regulates and tests gas
mileage or fuel economy in order to deter air pollution in the United States. Since
the transportation sector produces 29 percent2 of GHG emissions in the U.S. as a
whole, fuel economy regulations are an important way to reduce GHG emissions.
The EPA’s Corporate Average Fuel Economy (CAFE) standards require vehicle
manufacturers to comply with the gas mileage or fuel economy standards to
reduce energy consumption by increasing the fuel economy of cars and light
trucks. The most recent CAFE GHG emissions standards were set in 2012, which will
increase the fuel economy to 54.5 miles per gallon average for cars and light
trucks by Model Year 2025, and reduce U.S. oil consumption by 12 billion barrels
per year.
In August 2018, the EPA and Department of Transportation’s National Highway
Traffic Safety Administration (NHTSA) released a new plan for fuel efficiency called
the Safer Affordable Fuel Efficient Vehicles rule (SAFE), which would freeze federal
standards at the 2020 level through model year 2026. The proposed rule also
revokes California’s ability to set its own, higher fuel efficiency standards. In June
2019, 17 worldwide automakers appealed to the White House and California to
work together on a single national standard. In July 2019, California and four major
automakers (BMW, VW, Ford, and Honda) signed a voluntary agreement that
preempts this rollback and introduces an additional proposed successor to the
existing fuel efficiency standards. This proposal would extend the current 2025
model year standard to 2026, and change the original year-over-year 4.7 percent
GHG reduction over four years goal to 3.7 percent over five years (2022 through
2026). Additionally, the proposal would provide incentives to companies that sell
electric vehicles and install GHG-reducing technologies. As of August 2019, the
Trump administration has not finalized the fuel economy rollback and a coalition
of 12 states and the District of Columbia has filed a lawsuit challenging the
proposed rule. However, the Department of Transportation is still working to finalize
its adjustments to this rule, and is proposing a freeze at 37 miles per gallon.
2 In 2017, GHG emissions from transportation were about 29 percent of the total 6,457 million metric tons CO2e.
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Gas Guzzler Tax
The EPA imposes the Gas Guzzler Tax on manufacturers of new cars that do not
meet required fuel economy levels, to discourage the production and purchase
of fuel-inefficient vehicles.
Renewable Fuel Standard Program
The EPA established a renewable fuel standard to include a minimum volume of
renewable fuel in 2017, which applies to all gasoline and diesel produced or
imported. The EPA gradually increases new volume requirements annually for
cellulosic biofuel, biomass-based diesel, advanced biofuel, and total renewable
fuel.
EO 13783 and Affordable Clean Energy Rule
On August 3, 2015, the EPA finalized the Carbon Pollution Standards, which set
national limits on the amount of carbon pollution that new, modified, and
reconstructed power plants will be allowed to emit. On the same date, the EPA
also finalized the Clean Power Plan, setting national limits on the amount of carbon
pollution from existing power plants. The EPA also approved oil and natural gas air
pollution standards in 2016 to reduce pollution from the oil and natural gas industry.
On March 28, 2017, President Trump signed the Executive Order on Energy
Independence (EO 13783), which calls for review and rewriting of the Clean Power
Plan, Carbon Pollution Standards, regulations on methane emissions from oil and
gas operations, and the “social cost of carbon” estimate used to justify climate
regulations; lifts the moratorium on federal coal leasing; repeals guidance for
factoring climate change into NEPA reviews; rescinds multiple Obama-era
executive orders and documents related to climate change; and instructs all
federal agencies to review all rules inhibiting the development of domestic energy
production.
In June 2019, the Trump administration issued the Affordable Clean Energy Rule
(ACE), which replaces the Clean Power Plan. The ACE would give individual states
more authority to make their own plans for regulating GHG emissions from coal-
fired power plants. In August 2019, a coalition of 29 states and cities filed a lawsuit
to block the rule.
State Standards
California Senate Bill 375
SB 375 (2008) requires each Metropolitan Planning Organization (MPO) in the state
to adopt a Regional Transportation Plan (RTP) aimed at achieving a coordinated
and balanced regional transportation system, including mass transit, highways,
railroads, bicycles, and pedestrians, among other forms of transit. Each MPO is
required to prepare a Sustainable Communities Strategy (SCS) which sets forth
1: INTRODUCTION
1-12
forecast development patterns and describes the transportation system that
achieve the regional GHG emission reduction targets set by CARB.
CARB’s 2010 targets called for the Southern California Association of Governments
(SCAG) region, the MPO in which Diamond Bar is located, to reduce per capita
emissions by 8 percent by 2020 and 13 percent by 2035 based on a 2005 baseline.
New targets were adopted in 2018, increasing SCAG’s 2035 per capita emissions
reduction target to 19 percent. SCAG adopted its own RTP/SCS in April 2012. The
SCS lays out how the region will meet GHG targets to reduce per capita emissions
9 percent by 2020 and 16 percent by 2035 based on a 2005 baseline. In April 2016,
SCAG adopted targets of 8 percent, 18 percent, and 21 percent reduction per
capita GHG emissions by 2020, 2035, and 2040, respectively, based on a 2005
baseline. As the SCS is focused on passenger vehicle emissions on a regional scale,
it is considered separate from the reductions outlined in this CAP.
Governor’s Executive Order S-1-07 (Low Carbon Fuel Standard)
Executive Order S-1-07, the Low Carbon Fuel Standard (LCFS), requires a reduction
of at least 10 percent in the carbon intensity of California’s transportation fuels by
2020. The LCFS requires oil refineries and distributors to ensure that the mix of fuel
sold in California meets this reduction. The reduction comes from production cycle
(upstream) emissions from the production and distribution of transport fuels within
the state, rather than the combustion cycle (tailpipe) emissions from the use of
those transport fuels.3
Governor’s Executive Order S-1-07 (Low Carbon Fuel Standard)
Executive Order S-1-07, the Low Carbon Fuel Standard (LCFS), requires a reduction
of at least 10 percent in the carbon intensity of California’s transportation fuels by
2020.
Renewable Portfolio Standards
California’s Renewable Portfolio Standard (RPS), established in 2002 by the
California State Senate in SB 1078, accelerated in 2006 and expanded in 2011, is
one of the most ambitious renewable energy standards in the country. The RPS
requires each energy provider to supply 33 percent of their electricity from eligible
renewable energy resources by 2020. Signed in October 2015, SB 350 requires
providers to supply 50 percent of their electricity from eligible renewable energy
resources by 2030.
Pavley Fuel Economy Standards (AB 1493)
In 2009, CARB adopted amendments to the Pavley regulations to reduce GHG
emissions in new passenger vehicles from 2009 to 2016. The standards became the
model for the updated federal CAFE standards.
3 EMFAC2014 Volume III - Technical Documentation
DIAMOND BAR CLIMATE ACTION PLAN
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Advanced Clean Cars (ACC) Program
In 2012, CARB adopted the ACC program, developed in coordination with the
EPA. The components of the ACC program are the Low-Emission Vehicle (LEV)
regulations that reduce GHG emissions from light- and medium-duty vehicles, and
the Zero-Emission Vehicle regulation, which requires manufacturers to produce an
increasing number of battery electric and fuel cell electric vehicles, with provisions
to also produce plug-in hybrid electric vehicles in the 2018 through 2025 model
years.
Title 24 Building Standards & CALGreen
Title 24 is California’s Building Energy Code, which is updated every three years. In
2010, Title 24 was updated to include the “California Green Building Standards
Code,” referred to as CALGreen. CALGreen requires that new buildings reduce
water consumption, increase system efficiencies, divert construction waste from
landfills, and install low pollutant-emitting finish materials. CALGreen has
mandatory measures that apply to nonresidential and residential construction.
The most recent 2019 CALGreen code was adopted in 2018 and will become
effective in 2020. A notable change under this update is the requirement for
installation of solar photovoltaics on all new residential buildings. CALGreen
contains voluntary Tier 1 and Tier 2 levels, which are designed to exceed energy
efficiency and other standards by 15 percent or 30 percent.
75 Percent Solid Waste Diversion
In 2011, AB 341 set the goal of 75 percent recycling, composting, or source
reduction of solid waste by 2020 calling for the California Department of Resources
Recycling and Recovery (CalRecycle) to take a statewide approach to
decreasing California’s reliance on landfills. This goal was an update to the former
goal of 50 percent waste diversion set by AB 939.
United States Climate Alliance
On June 1, 2017, President Trump announced that the United States would cease
all participation in the 2015 Paris Agreement on climate change mitigation. In
accordance with Article 28 of the Paris Agreement, the earliest possible effective
withdrawal date by the United States cannot be before November 4, 2020. The
United States Climate Alliance was formed on June 1, 2017 following President
Trump’s announcement. The Alliance is a bipartisan coalition of states and
unincorporated self-governing territories in the United States that are committed
to upholding the objectives of the Paris Agreement on climate change within their
borders by achieving the United States goal of reducing GHG economy-wide
emissions 26 to 28 percent from 2005 levels by 2025 and meeting or exceeding the
targets of the federal Clean Power Plan. As of August 2019, the Alliance has 24
members, including the state of California.
1: INTRODUCTION
1-14
100 Percent Clean Energy Act
The 100 Percent Clean Energy Act of 2018 (Senate Bill 100, or SB 100) sets a state
policy that eligible renewable energy and zero-carbon resources supply 100
percent of all retail sales of electricity in California by 2045. SB 100 accelerates
California’s RPS established under SB 350. In recognition that California retail sellers
are well on their way to achieving the target in advance of the existing deadlines,
SB 100 requires providers to supply 50 percent of their electricity from eligible
renewable energy resources by 2026 and 60 percent by 2030.
1.6 Planning Process
How This Plan Was Prepared
The CAP reflects the City’s commitment to the core values presented in the
General Plan, and links elements of the plan—including Land Use, Circulation,
Resource Conservation, and Community Health and Sustainability—with the goal
of GHG reduction. The CAP was prepared in 2019 in conjunction with the General
Plan 2040 update.
Relationship to the California Environmental Quality Act
The California Environmental Quality Act (CEQA) is a statute that requires local
agencies to identify significant environmental impacts of their actions and avoid
or mitigate those impacts, if feasible. In 2007, California’s lawmakers enacted SB
97, which expressly recognizes the need to analyze GHG emissions as part of the
CEQA process. SB 97 required the Governor’s Office of Planning and Research
(OPR) to develop recommended amendments to address GHG emissions as an
environmental effect.
In 2010, OPR’s amendments to the CEQA guidelines addressing GHG emissions
became effective. Lead agencies are now obligated to describe, calculate or
estimate the amount of GHG emissions resulting from a project, by using a model
or methodology to quantify GHG emissions resulting from a project or relying on a
qualitative analysis or performance based standards. The lead agency should
determine whether a project’s GHG emissions significantly affect the environment
by considering whether the project’s emissions, as compared to the existing
environmental setting, exceeds a threshold of significance that the lead agency
determines applies to the project, and the extent to which the project complies
with the regulations or requirements adopted to implement a statewide, regional,
or local plan for the reduction or mitigation of GHG emissions. In addition, the lead
agency is required to impose feasible mitigation to eliminate or substantially
reduce significant effects.
In December 2018, OPR and the California Natural Resources Agency’s
amendments to the CEQA guidelines, including changes to CEQA Guidelines
section 15064.4, became effective. The revision of CEQA Guidelines section
15064.4 clarified several points on the analysis of greenhouse gas emissions. Lead
DIAMOND BAR CLIMATE ACTION PLAN
1-15
agencies must analyze the greenhouse gas emissions of proposed projects and its
effect on climate change, rather than simply quantifying emissions. The lead
agency should consider the global and cumulative nature of greenhouse gas
emissions and may consider a projects consistency with the State’s long-term
climate goals or strategies. In addition, the lead agency has discretion to select
the model or methodology it considers most appropriate to enable decision
makers to intelligently take into account the project’s incremental contribution to
climate change. The 2019 CEQA Guidelines also implement Senate Bill (SB) 743
traffic impact analysis, including guidance on Vehicle Miles Traveled (VMT)
screening thresholds, mitigation, and reduction. Using VMT to measure
transportation impacts promotes the reduction of GHG emissions, the
development of multimodal transportation networks, and a diversity of land uses
in accordance with SB 743.
The CAP will help the City comply with CEQA Guidelines Section 15183.5(b): Tiering
and Streamlining the Analysis of Greenhouse Gas Emissions4, which became
effective in 2010. The required elements of a CAP, as cited in the guidelines, state
that a plan for the reduction of GHG emissions should:
❖ Quantify greenhouse gas emissions, both existing and projected over a
specified time period, resulting from activities within a defined geographic
area;
❖ Establish a level, based on substantial evidence, below which the
contribution to greenhouse gas emissions from activities covered by the plan
would not be cumulatively considerable;
❖ Identify and analyze the greenhouse gas emissions resulting from specific
actions or categories of actions anticipated within the geographic area;
❖ Specify measures or a group of measures, including performance standards,
that substantial evidence demonstrates, if implemented on a project-by-
project basis, would collectively achieve the specified emissions level;
❖ Establish a mechanism to monitor the plan’s progress toward achieving the
level and to require amendment if the plan is not achieving specified levels;
and
❖ Be adopted in a public process following environmental review.
4 15183.5(b) of CEQA Guidelines states, “Plans for the Reduction of Greenhouse Gas Emissions. Public agencies
may choose to analyze and mitigate significant greenhouse gas emissions in a plan for the reduction of
greenhouse gas emissions or similar document. A plan to reduce greenhouse gas emissions may be used in a
cumulative impacts analysis as set forth below. Pursuant to sections 15064(h)(3) and 15130(d), a lead agency
may determine that a project’s incremental contribution to a cumulative effect is not cumulatively
considerable if the project complies with the requirements in a previously adopted plan or mitigation program
under specified circumstances.”
1: INTRODUCTION
1-16
The CAP is intended to fulfill these requirements. The CAP also contains a Project
Review Checklist, which allows for streamlined review of GHG emissions for
projects that demonstrate consistency with the CAP, as described in CEQA
Guidelines Section 15183.5(b).
Relationship to General Plan and Future Projects
The City’s approach to addressing GHG emissions within the General Plan is
parallel to the climate change planning process followed by numerous California
jurisdictions. A General Plan is a project under CEQA, and projects under CEQA
are required to estimate CO2 and other GHG emissions, as described above. The
CAP is designed to provide discrete actions to operationalize the General Plan
policies that help with GHG reduction. The preparation of a CAP is also consistent
with CEQA Guidelines Section 15183.5 that allows jurisdictions to analyze and
mitigate the significant effects of GHG at a programmatic level, by adopting a
plan to reduce GHG emissions.
Project-specific environmental documents prepared for projects consistent with
the General Plan may rely on the programmatic analysis contained in the CAP
and the EIR certified for the Diamond Bar General Plan.
1.7 How to Use This Plan
The CAP is intended to be a tool for policy makers, community members and
others to guide the implementation of actions that limit Diamond Bar’s GHG
emissions. Ensuring that the CAP translates from policy language to on-the-ground
results is critical to its success. Chapter 4 describes how the City can monitor
progress in reducing emissions, and periodically revisit assumptions and key
provisions of the plan. This chapter also outlines GHG emission reduction policies
the City can implement if it wishes to reduce its emissions beyond the State-
mandated targets.
2
Emissions Inventory
This chapter identifies the major sources and the overall magnitude of greenhouse
gas (GHG) emissions in Diamond Bar, pursuant to Sections 15183.5(b)(1)(A) and
15183.5(b)(1)(C) of the state CEQA Guidelines. As part of the Climate Action Plan
(CAP) preparation effort, this GHG inventory was prepared to provide a recent
measure of emissions and is summarized in this chapter. This GHG inventory is
prepared for the year 2016, which is the most recent year for which all data was
available.
The inventory follows the standards developed by the International Council for
Local Environmental Initiatives (ICLEI) for community GHG inventories.5 The
inventory methodology is described first, followed by the inputs, and results.
2.1 Methodology
The emissions inventory covers direct GHG emissions6 from sources within the
boundaries of Diamond Bar, including fuel combusted and solid waste generated
within the City. Indirect emissions associated with the consumption of energy (such
as electricity, with no end point emissions) that is generated outside the borders of
the City are also included. The emissions inventory is calculated for the year 2016,
which is the most recent year for which all data was available. The emissions
inventory tallies emissions from nine sectors:
❖ Residential;
❖ Commercial;
❖ Industrial;
❖ Transportation;
5 According to the U.S. Community Protocol for Accounting and Reporting of Greenhouse Gas Emissions, Version
1.1.
6 GHGs considered in the report are carbon dioxide (CO2), methane (CH4), and nitrous oxide (N2O). The emissions
have been converted to carbon dioxide equivalent (CO2e), which converts the two other GHGs into the
equivalent mass of carbon dioxide.
2: EMISSIONS INVENTORY
2-2
❖ Solid Waste;
❖ Water;
❖ Wastewater;
❖ Off-Road Equipment; and
❖ Public Lighting.
ICLEI US Community Protocol assumptions were used to estimate emissions from
solid waste disposal, process and fugitive emissions from wastewater treatment,
and residential, commercial, industrial, and wastewater treatment natural gas use.
The California Air Resources Board’s (CARB’s) EMFAC20147 model was used to
calculate transportation emissions, and CARB’s OFFROAD8 model was used for the
off-road equipment sector.
The majority of emissions were calculated using activity data and emissions
factors. Activity data refers to a measurement of energy use or another GHG-
generation process, such as residential electricity use, or vehicle miles traveled.
Emissions factors are used to convert activity data to emissions, and are usually
expressed as emissions per unit of activity data (e.g. metric tons carbon dioxide
[CO2] per kilowatt hour of electricity). To estimate emissions, the following basic
equation is used:
[Activity Data] x [Emissions Factor] = Emissions
As an example, multiplying the total amount of residential electricity use (activity
data, expressed in kilowatt-hours) by the emissions factor (expressed as CO2e
emissions per kilowatt-hour) produces the emissions in CO2e from residential
energy use. The following section describes the inputs for the emissions inventory
based on activity data (or usage). The baseline year for the CAP is 2016, which is
the earliest year for which all activity data was available.
For transportation trips that originate or end in Diamond Bar, emissions for half of
the entire trip, not just for the miles traveled within Diamond Bar, are included;
however, trips that just pass through the Diamond Bar are excluded, as their
emissions would be reflected at their trip ends.9 Furthermore, although pass-
through trips contribute a substantial amount to VMT totals, the City and the
Diamond Bar community have limited ability to influence them.
7 The EMFAC2014 model was developed by CARB to measure various emissions from on-road vehicles.
8 The OFFROAD model was developed by CARB to measure various emissions from off-road vehicles.
9 For example, for a trip that begins in downtown Pomona and ends in Diamond Bar, the entire trip length is
calculated for that trip. Half of the entire trip length is assigned to Diamond Bar, and the other half is assigned
to the City of Pomona. Using half the trip length is standard ICLEI methodology for assigning regional VMT to a
particular jurisdiction.
DIAMOND BAR CLIMATE ACTION PLAN
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2.2 Emissions Inventory
Residential, Commercial, and Industrial (RCI) Electricity and Natural Gas
Usage
Emissions from electricity consumption were calculated using electricity usage for
the residential, commercial, and industrial (RCI) sectors, along with Southern
California Edison’s (SCE’s) 2016 GHG per unit of electricity provided in Edison
International’s 2016 Corporate Responsibility Report: 0.24 metric tons CO2e per
megawatt-hour (MTCO2e/MWh).10 Emissions from natural gas consumption were
calculated using natural gas usage for the RCI sectors, along with emissions factors
provided in Appendix C of the ICLEI Protocol for the RCI sectors: 0.0053 metric tons
CO2e per therm (MTCO2e/therm).
Table 2-1 shows RCI electricity and natural gas consumption, and the total
citywide consumption of electricity and natural gas, for 2016. The residential sector
has the largest electricity and natural gas consumption (primarily used for heating
homes and water), followed by commercial and industrial.
TABLE 2-1: RESIDENTIAL, COMMERCIAL, AND INDUSTRIAL (RCI) INPUTS; 2016
Inputs
Residential Electric (kWh per year) 131,937,635
Natural Gas (therms per year) 6,115,192
Commercial Electric (kWh per year) 89,460,434
Natural Gas (therms per year) 1,939,083
Industrial Electric (kWh per year) 972,126
Natural Gas (therms per year) 2,192
Total by Source
Electricity (kWh per year) 222,370,195
Natural Gas (therms per year) 8,056,467
Source: Southern California Edison, 2017; Southern California Gas Company, 2017.
Transportation
Transportation emissions are based on vehicle miles traveled (VMT) for on-road
vehicles. The SCAG model consistent with the 2016 SCAG RTP/SCS growth
projections was used to estimate the VMT generated by land uses in the Planning
10 Industrial electricity consumption did not meet the 15/20 Aggregation Rule for data requests (the data set must
contain at least 15 customers, and no single customer can make up more than 20 percent of the total energy
consumption). This is due to the extremely limited number of industrial facilities in Diamond Bar, as industrial
uses account for less than one percent of all land uses in Diamond Bar. To estimate industrial electricity
consumption for the purposes of the CAP emissions inventory, 2016 non-residential electricity consumption for
Los Angeles County was multiplied by the ratio of existing industrial acreage in Diamond Bar to Los Angeles
County non-residential acreage. Estimated industrial electricity consumption may be lower than actual.
Industrial natural gas consumption was provided.
2: EMISSIONS INVENTORY
2-4
Area. To assess the VMT generated in Diamond Bar, the production and attraction
(PA) method was used which records all home-based production and home-
based-work production and attraction vehicular trips generated by land uses in
the Planning Area across the entire regional network. The total annual VMT in 2016
was 511,342,670 vehicle miles traveled.
EMFAC2014 was used to find CO2 emission factors (emissions per VMT) for vehicles
in the portion of Los Angeles County within the South Coast Air Basin (SCAB). The
emission factors were found for calendar year 2016; annual emissions (no season
was chosen); and all model years, speeds, and fuels. The United States
Environmental Protection Agency’s Inventory of U.S. Greenhouse Gas Emissions
and Sinks: 1990-2014 was used to find national CH4 and N2O emission factors.
Emissions were calculated by multiplying emission factors by VMT.
Solid Waste
CalRecycle provided waste characterization data as the percentage of organic
residential and commercial waste from nine categories of waste, as shown in
Table 2-2.
TABLE 2-2: RESIDENTIAL AND COMMERCIAL WASTE CHARACTERIZATION; 2016
Waste Category Percentage Residential Waste Percentage Commercial Waste
Newspaper 1.6 2.0
Office Paper 5.0 7.0
Corrugated Cardboard 1.7 12.1
Magazine/Third Class Mail 9.1 9.7
Food Scraps 18.4 17.3
Grass 3.35 5.4
Leaves 3.35 5.4
Branches 8.6 2.4
Dimensional Lumber 9.0 6.8
Total 100.00 100.00
Source: CalRecycle, 2019.
Waste Management and Valley Vista Services also provided the amount of
organic commercial and residential solid waste disposed of in landfills. 7,700 tons
of commercial waste and 14,166 tons of residential waste were generated and
disposed of within Diamond Bar. These data were multiplied by the State-
mandated solid waste diversion rate and emissions factors used in the EPA’s Waste
Reduction Model (WARM). Between 2007 and 2017, Diamond Bar consistently met
its State-assigned per resident disposal rate (PPD) target of 4.6 and per employee
disposal rate target of 17.3 every year for diversion of solid waste; therefore,
continued achievement was assumed.
DIAMOND BAR CLIMATE ACTION PLAN
2-5
Water
Emissions from supplying water were calculated using the 2016 electricity
consumption input provided by Walnut Valley Water District (WVWD) for potable
and reclaimed water: 4,048,749 kWh and 186,291 kWh, respectively.
Wastewater Treatment
Emissions from electricity used during wastewater treatment in 2016 were
calculated using total influent provided by the San Jose Creek East Water
Reclamation Plant. Total wastewater volume was calculated by multiplying total
influent by Diamond Bar’s existing population and 365 days, then converted to
kWh electricity using the default wastewater treatment intensity factor, resulting in
a total of 1,740,036 kWh electricity. Emissions from electricity consumption were
calculated using SCE’s 2016 GHG per unit electricity factor. Nitrous oxide emissions
from wastewater effluent and methane emissions from wastewater treatment and
septic tank use were calculated using assumptions in the ICLEI Protocol.
Off-Road Equipment
Off-road emissions in Diamond Bar include lawn and garden equipment,
construction equipment, and industrial equipment, in addition to other categories
for which CARB’s OFFROAD2007 model generates emission outputs. The model
generates emissions for a total of 16 categories across Los Angeles County. The
CO2, CH4, and N2O emissions were calculated in short tons per day for the portion
of the county that lies in SCAB. The emissions were found for calendar year 2016;
Monday through Sunday; annual emissions (no season was chosen); and all
equipment, fuels, and horsepowers. These emissions were then pro-rated by
Diamond Bar’s share of the county population within SCAB, multiplied by 365 days,
and converted to metric tons.
Public Lighting
This sector covers electricity consumed from streetlights in Diamond Bar, making
up 3,231,978 kWh of electricity in 2016.
Total Emissions
The total GHG emissions were 348,790 MTCO2e per year in 2016. Table 2-3
summarizes the sources and quantities of emissions, and Figure 2-1 shows the
emissions graphically by sector. The largest sector is transportation, at 70 percent,
followed by residential (18 percent) and commercial (nine percent).
2: EMISSIONS INVENTORY
2-6
Figure 2-1: 2016 GHG Emissions by Sector
19%
9%
0%
69%
2%0%0%1%0%
Residential Commercial
Industrial Transportation
Solid Waste Water
Wastewater Off-Road Equipment
Public Lighting
DIAMOND BAR CLIMATE ACTION PLAN
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TABLE 2-3: 2016 GHG EMISSIONS (MTCO2E PER YEAR)
Sector Subsector Emissions
Residential Electricity 31,659
Natural Gas 32,517
Total Residential 64,175
Commercial Electricity 21,466
Natural Gas 10,289
Total Commercial 31,755
Industrial Electricity 233
Natural Gas 12
Total Industrial 245
Transportation Gasoline 201,505
Diesel 40,502
Total Transportation 242,007
Solid Waste Residential 3,577
Commercial 2,603
Total Solid Waste 6,180
Water Total Water 1,016
Wastewater Total Wastewater 650
Off-Road Equipment Total Off-Road 1,985
Public Lighting Total Public Lighting 776
GRAND TOTAL 348,790
RCI Emissions by Source
Electricity
RCI electricity emissions account for 15 percent of the total emissions. Table 2-4
and Figure 2-2 show electricity use emissions by sector—the residential sector
accounts for 57 percent of all electricity emissions in Diamond Bar, followed by the
commercial sector, which accounts for 38 percent.
TABLE 2-4: ELECTRICITY EMISSIONS BY SECTOR (MTCO2E PER YEAR)
Sector 2016 Emissions
Residential 31,659
Commercial 21,466
Industrial 233
2: EMISSIONS INVENTORY
2-8
Figure 2-2: Electricity Emissions by Sector
Natural Gas
Natural gas use accounts for nine percent of total emissions in Diamond Bar. The
residential sector accounts for 76 percent of natural gas use, while the commercial
sector accounts for 24 percent. Table 2-5 and Figure 2-3 show natural gas use
emissions by sector.
TABLE 2-5: NATURAL GAS EMISSIONS BY SECTOR (MTCO2E PER YEAR)
Sector 2016 Emissions
Residential 32,517
Commercial 10,289
Industrial 12
59%
40%
1%
Residential Commercial Industrial
DIAMOND BAR CLIMATE ACTION PLAN
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Figure 2-3: Natural Gas Emissions by Sector
76%
24%
0%
Residential Commercial Industrial
2: EMISSIONS INVENTORY
2-10
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3
Greenhouse Gas Reduction
Targets and Forecasts
This chapter describes the greenhouse gas (GHG) reduction targets provided by
State law, provides a baseline forecast of GHG emissions, and models forecasts of
future GHG emissions through 2040. The chapter also quantifies GHG reductions
from (1) State actions and (2) the updated General Plan policies and actions, and
applies these reductions to the emissions forecast.
3.1 GHG Reduction Target
Governor’s Executive Orders S-3-05 and S-3-15
As discussed in Section 1.4 of the Introduction, in 2015 Executive Order S-3-15
established a target to reduce GHG emissions to 40 percent below 1990 levels by
2030, in addition to the target set by Executive Order S-3-05 of 80 percent below
1990 levels by 2050.
The horizon year for analysis in this CAP is 2040, corresponding with the General
Plan horizon. The CAP uses a linear trajectory in emissions reductions between 2030
and 2050 to determine a 2040 target in line with EO S-3-05 and EO S-3-15: reduce
GHG emissions to 60 percent below 1990 levels by 2040.
As 1990 emissions are not readily available on a local level, the City completed a
“back-cast” to model GHG emissions in Diamond Bar in the year 1990. The 1990
emissions inventory was developed using the same methodology as described in
Chapter 2 of the CAP and utilized data collected between 1990 and 1993 found
in the 1995 Diamond Bar General Plan Environmental Impact Report. The total
GHG emissions are estimated at 1,152,206 MTCO2e per year in 1990. Table 3-1
summarizes the sources and quantities of emissions. The significant decrease in
emissions from 1990 to 2016 can be partially attributed to a reduction in VMT,
improvements in fuel economy, and other regulations related to energy efficiency
as discussed in Chapter 1.
3: GREENHOUSE GAS REDUCTION
3-2
TABLE 3-1: 1990 GHG EMISSIONS (MTCO2E PER YEAR)
Sector Subsector Emissions
Residential Electricity 54,783
Natural Gas 66,197
Total Residential 120,980
Non-Residential Electricity 36,522
Natural Gas 11,611
Total Commercial 48,133
Transportation Gasoline 775,149
Diesel 156,465
Total Transportation 931,614
Solid Waste Residential 23,335
Commercial 11,389
Total Solid Waste 34,724
Water Total Water 2,472
Wastewater Total Wastewater 2,632
Off-Road Equipment Total Off-Road 10,015
Public Lighting Total Public Lighting 1,635
GRAND TOTAL 1,152,206
Compliance with the targets established in EO S-3-05 and EO S-3-15 would limit
GHG emissions in the City of Diamond Bar to no more than 691,232 MTCO2e in
2030, 460,882 MTCO2e in 2040, and 230,441 MTCO2e in 2050.
2017 CARB Scoping Plan
As discussed in Section 1.4, to reflect targets established in EO S-3-05 and EO S-3-
15, the California Air Resources Board (CARB) recommends that local
governments reduce their GHG emissions to 6 metric tons carbon dioxide
equivalent (MTCO2e) per capita per year in 2030 and 2 MTCO2e per capita per
year in 2050. The CAP uses a linear trajectory in emissions reductions between 2030
and 2050 to determine the 2040 target: 6 MTCO2e per capita per year.
Table 3-2 summarizes these emissions targets in per capita and in MTCO2e (for
comparison purposes) and the 2016 emissions. Figure 3-1 graphs the 2016 inventory
emissions in MTCO2e per capita along with the emissions targets, following a linear
trajectory, from 2030 to 2040. As can be seen, the 2016 emissions exceed the 2040
target but not the 2030 target. Additionally, the CARB emissions targets establish
lower thresholds in MTCO2e than EO S-3-05 and EO S-3-15, and are therefore used
in this CAP to provide a conservative analysis of potential impacts on GHG
emissions and climate change in 2030 and 2040.
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TABLE 3-2: 2016 EMISSIONS AND EMISSIONS TARGETS
Year
GHG Emissions and Targets
(MTCO2e per year)
GHG Emissions and Targets
(MTCO2e per capita per year)
2016 348,790 6.0
2030 377,112 6.0
2040 266,740 4.0
Figure 3-1: Comparison of 2016 Emissions to GHG Reduction Targets
0.0
1.0
2.0
3.0
4.0
5.0
6.0
7.0
2015 2020 2025 2030 2035 2040MTCO2e Emissions perCapita per YearYear
Baseline Targets (AB 32/EO S-3-15)
3: GREENHOUSE GAS REDUCTION
3-4
3.2 Business as Usual Forecast with General Plan Land Use
and Circulation System
Methodology
The business as usual (BAU) forecast estimates emissions through the year 2040. The
BAU forecast assumes the General Plan land use and circulation system, but does
not include the effects of the following State actions discussed in Section 1.5 of this
CAP’s Introduction: the Renewable Portfolio Standard (RPS) and the 2019 Title 24
Building Energy Efficiency Standards. As AB 341 was adopted prior to 2016, the
forecast accounts for the goal of 75 percent diversion of solid waste by 2020. The
Pavley regulations and the Advanced Clean Cars program discussed in Section
1.5 of the Introduction are already accounted for in the transportation emission
factors output by the EMFAC2014 model, so these are automatically included in
the BAU forecast. Conversely, the Low Carbon Fuel Standard (LCFS) is not included
in the EMFAC2014 model because LCFS GHG reductions come from upstream
emissions, rather than tailpipe emissions, as discussed in the EMFAC2014 Technical
Documentation. Since upstream emissions from transportation fuels are not
considered in this CAP, LCFS will not be included in Section 3.3, which quantifies
state actions that reduce GHG emissions and incorporates these actions into the
forecast.
The forecast predicts all direct GHG emissions11 from sources within the boundaries
of Diamond Bar, including fuel combusted in the City. Indirect emissions
associated with the consumption of energy that is generated outside the borders
of the City are also included. Other indirect or embodied emissions are not
covered in the forecast, in accordance with International Council for Local
Environmental Initiatives standards. The forecast tallies emissions from nine sectors:
❖ Residential;
❖ Commercial;
❖ Industrial;
❖ Transportation;
❖ Solid Waste;
❖ Water;
❖ Wastewater;
❖ Off-Road Equipment; and
11 GHGs considered in the report are carbon dioxide (CO2), methane (CH4), and nitrous oxide (N2O). The emissions
have been converted to carbon dioxide equivalent (CO2e), which converts the three other GHGs into the
equivalent mass of carbon dioxide.
DIAMOND BAR CLIMATE ACTION PLAN
3-5
❖ Public Lighting.
The emissions projected in the forecast use the activity data (or usage) from the
2016 emissions inventory as an initial value. The predicted growth in each sector is
projected to scale with various Diamond Bar characteristics, such as population
growth and increase in commercial building square footage. The following section
describes how the predicted growth in each section was determined.
Inputs
Residential
Emissions from the residential sector are from electricity and natural gas demand.
The growth in residential electricity and natural gas consumption was assumed to
scale with housing unit growth, estimated at 0.76 percent per year through 2040,
based on General Plan buildout estimates.
Commercial
The increase in commercial demand for electricity and natural gas was assumed
to scale with the commercial building square footage growth, estimated at 1.42
percent per year through 2040.
Industrial
The decrease in industrial demand for electricity and natural gas was assumed to
scale with the industrial building square footage reduction, estimated at 0.89
percent per year through 2040.
Transportation—With General Plan Land Use and Circulation System
Transportation emissions are based on the emissions associated with VMT. The
SCAG model consistent with the 2016 SCAG RTP/SCS growth projections was used
to estimate the VMT generated by land uses in the Planning Area. To assess the
VMT generated in Diamond Bar, the production and attraction (PA) method was
used which records all home-based production and home-based-work
production and attraction vehicular trips generated by land uses in the Planning
Area across the entire regional network.
The VMT forecasts incorporate GHG reductions from General Plan land use
projections and new roadway construction through 2040. These VMT forecasts
reflect the General Plan land use patterns. The land use projections and new
roadway construction are described in detail in the General Plan.
Table 3-3 shows the Diamond Bar VMT for 2016 and projected VMT forecast, used
to estimate transportation emissions. EMFAC2014 was used to find CO2 emission
factors for calendar years 2030 and 2040. The United States Environmental
Protection Agency’s Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-
2014 was used to find national CH4 and N2O emission factors. Emissions were
calculated by multiplying emission factors by VMT.
3: GREENHOUSE GAS REDUCTION
3-6
TABLE 3-3: 2016 VMT AND PROJECTED 2030 AND 2040
VMT
Year Vehicle Miles Traveled Per Year
2016 511,342,670
2030 556,317,340
2040 588,441,559
Solid Waste
Waste emissions from solid waste generated in Diamond Bar and disposed of in
landfills, was assumed to scale with population growth at 0.59 percent per year
through 2040.
Water
The increased demand for electricity usage for supplying reclaimed and potable
water was assumed to be proportional to the water demand projections for the
City of Diamond Bar according to the 2015 Walnut Valley Water District Urban
Water Management Plan (UWMP). The UWMP includes the effect of conservation
policies. Table 3-4 shows reclaimed and potable water demand used in the
forecast, in addition to the 2016 water demand from the General Plan.
Wastewater
The UWMP was used to determine the growth in emissions from wastewater
treatment. The demand for wastewater treatment was assumed to scale with total
projected water demand listed in the UWMP. Table 3-4 shows water demand used
in the forecast, in addition to the 2016 water demand.
TABLE 3-4: 2016 WATER DEMAND AND UWMP PROJECTED 2030 AND 2040 WATER
DEMAND
Year Potable Water Delivery
(acre-feet per year)
Reclaimed Water Delivery
(acre-feet per year)
Total Water Delivery
(acre-feet per year)
2016 9,282 516 9,799
2030 11,455 2,131 13,585
2040 12,153 2,937 15,090
Source: Walnut Valley Water District, 2016.
Off-Road Equipment
CARB’s OFFROAD2007 model was used to generate emission outputs for calendar
years 2030 and 2040.
Public Lighting
Electricity use for public lighting was assumed to scale with population growth at
0.59 percent per year through 2040.
DIAMOND BAR CLIMATE ACTION PLAN
3-7
Results
Table 3-5 shows the BAU emissions from the forecast for each sector—residential,
commercial, industrial, transportation, solid waste, water, wastewater, off-road
equipment, and public lighting—and the total emissions. The forecast includes the
effect of the General Plan land use and circulation system on transportation
emissions but not the transportation-related policies discussed in Section 3.4
below. Section 3.4 quantifies the emissions reductions due to these policies. The
Environmental Impact Report for the General Plan and CAP quantifies the
reduction in VMT due to the General Plan in comparison to lower VMT under the
1995 General Plan (the No Project Alternative). The BAU forecast does not include
the reduction from RPS, 2016 Title 24, or 75 percent solid waste diversion goals,
which are quantified separately in Section 3.3 below.
The greatest projected emissions continue to be from the transportation sector,
which accounts for 60 percent of emissions in 2030 and 57 percent of emissions in
2040. Residential emissions are the next largest sector, with 23 percent of emissions
in 2030 and 24 percent of the total in 2040.
TABLE 3-5: 2016 EMISSIONS AND BAU FORECAST EMISSIONS BY
SECTOR, 2030 AND 2040 (MTCO2E PER YEAR)
Sector 2016 2030 2040
Residential 64,175 71,324 76,913
Commercial 31,755 38,696 44,564
Industrial 245 216 198
Transportation 242,007 185,253 181,651
Solid Waste 6,180 6,714 7,124
Water 1,016 1,383 1,526
Wastewater 650 885 980
Off-Road Equipment 1,985 2,441 2,811
Public Lighting 776 843 894
TOTAL 348,790 307,756 316,661
PER CAPITA 6.0 4.9 4.7
Figure 3-2 shows the change in modeled forecast emissions over time. Total
emissions in the BAU scenario are projected to decrease from 348,790 MTCO2e per
year in 2016 to 316,661 MTCO2e per year in 2040 (a decrease of nine percent).
In 2030, the total emissions would be 307,756 MTCO2e per year, and using the
General Plan-projected population growth rate (which gives a population of
62,852 in 2030), would result in 4.9 MTCO2e per capita per year. These 2030 BAU
emissions are 1.1 MTCO2e per capita per year below the State target of 6.0
MTCO2e for that year. In 2040, the total emissions of 316,661 MTCO2e per year or,
3: GREENHOUSE GAS REDUCTION
3-8
using the General Plan-projected population growth rate (which gives a
population of 66,685 in 2040), 4.7 MTCO2e per capita per year. This would be 0.7
MTCO2e per capita per year above the State (interpolated) target of 4.0 MTCO2e
for that year.
The following section quantifies GHG reductions from ongoing State actions and
applies them to the BAU emissions forecast.
Figure 3-2: Forecast with General Plan Land Use and Circulation System
0.0
1.0
2.0
3.0
4.0
5.0
6.0
7.0
2015 2020 2025 2030 2035 2040MTCO2e Emissions per Capita per YearYear
BAU Forecast with General Plan Land Use and Circulation
Targets (AB 32/EO S-3-15)
DIAMOND BAR CLIMATE ACTION PLAN
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3.3 GHG Reductions to Forecast from State Actions
Methodology
GHG reductions from state actions and other trends to the forecast are quantified
in this section. These reductions include the following:
❖ Renewable Portfolio Standard;
❖ Title 24 building efficiency improvements; and
Renewable Portfolio Standard (RPS)
California’s RPS, discussed in Section 1.5 of this CAP’s Introduction, is one of the
most ambitious renewable energy standards in the country. Following the
adoption of SB 100, the RPS requires that investor-owned utilities like Southern
California Edison (SCE) supply 50 percent of their electricity from renewable
resources by 2026 and 60 percent of their electricity from renewable sources by
2030. Table 3-5 lists the reductions from the RPS in 2030 and 2040. These reductions
were calculated based on SCE’s 2016 energy portfolio from Edison International’s
2016 Corporate Responsibility Report: 28.3 percent of the energy delivered to
SCE’s customers was from renewable sources. To find the GHG emissions from
electricity use accounting for RPS, the emission factor for electricity generated by
SCE, discussed in Section 2.2 of this CAP, was adjusted for an energy portfolio of
60 percent renewable energy sources in 2030 and 2040: 0.13 MTCO2e per
megawatt-hour.
TABLE 3-5: RPS GHG REDUCTIONS
Year MTCO2e Reductions per Year
2030 29,786
2040 33,010
Title 24 Building Efficiency Improvements
Title 24, discussed in Section 1.5 of this CAP’s Introduction, is California’s Building
Energy Code. The most recent Title 24 update (“2019 Update”) will become
effective on January 1, 2020. The Title 24 building efficiency improvements’ effects
on emissions through the 2013 update were automatically incorporated into the
2016 inventory since this code update was already in effect by 2016.
To determine the 2019 Update’s effect on emissions from new buildings
constructed between 2020 and 2040 for the GHG forecast, an impact analysis
conducted by the California Energy Commission was used to find the electricity
and natural gas usage differences between buildings constructed under the 2013
standards and those constructed according to the 2019 standards. Table 3-6 lists
the GHG reductions from building efficiency improvements in new construction in
2030 and 2040.
3: GREENHOUSE GAS REDUCTION
3-10
TABLE 3-6: TITLE 24 BUILDING EFFICIENCY
IMPROVEMENTS GHG REDUCTIONS
Year MTCO2e Reductions per Year
2030 9,997
2040 19,080
RESULTS
The annual reductions from the above State actions—RPS and Title 24 building
efficiency improvements—were combined. Table 3-7 lists the total forecast in
2030 and 2040, juxtaposed with reductions from State actions. Figure 3-3 shows
the forecast with General Plan land use and circulation system, as well as State
actions.
TABLE 3-7: FORECAST WITH STATE ACTIONS
Year BAU Forecast
Emissions with
General Plan
Land Use and
Circulation
System (MTCO2e
per year)
Renewable
Portfolio
Standard
(MTCO2e
per year)
Title 24 Building
Efficiency
Improvements
(MTCO2e per
year)
Total Forecast
Emissions with
General Plan
Land Use and
Circulation
System & State
Actions
(MTCO2e per
year)
Total Forecast
Emissions with
General Plan
Land Use and
Circulation
System & State
Actions (MTCO2e
per capita per
year)
2030 307,756 29,786 9,997 267,973 4.26
2040 316,661 33,010 19,080 264,571 3.97
DIAMOND BAR CLIMATE ACTION PLAN
3-11
Figure 3-3: Forecast with (1) General Plan Land Use and Circulation System and (2) State
Actions
3.4 Modified Forecast: GHG Reductions from Additional
General Plan Policies and Actions
Methodology
This section describes General Plan policies and actions that reduce GHG
emissions, quantifies emissions reductions, and explains how these policies and
actions will be implemented. These reductions are from policies and actions in
addition to State regulations and the General Plan land use and circulation
system, which incorporate reductions from “No Project” conditions that are
already reflected in the modeling discussed previously. The General Plan policies
and actions are organized according to the following categories:
❖ Pedestrian Improvements and Increased Connectivity;
❖ Bikeway System Improvements;
❖ Traffic Calming;
❖ Electric Vehicle Infrastructure;
❖ Parking Facilities and Policies; and
❖ Transportation Improvements.
0.0
1.0
2.0
3.0
4.0
5.0
6.0
7.0
2015 2020 2025 2030 2035 2040MTCO2e Emissions per Capita per YearYear
Forecast with (1) General Plan Land Use and Circulation and (2) State Actions
Targets (AB 32/EO S-3-15)
3: GREENHOUSE GAS REDUCTION
3-12
The California Air Pollution Control Officers Association’s (CAPCOA’s) Quantifying
Greenhouse Gas Mitigation Measures report was developed as a resource for
local governments to assess emissions reductions from GHG mitigation measures.
This section uses the methodology outlined in the CAPCOA report for each
category to quantify emissions reductions from the General Plan policies and
actions.12 The reductions are applied to the emissions forecast in the following
section to get the “modified forecast.”
Pedestrian Improvements and Increased Connectivity
Pedestrian
Improvements
and Increased
Connectivity
General Plan Goals and Policies:
LU-G-2, LU-G-14, LU-G-22, LU-G-23, LU-
P-9, LU-P-13, LU-P-14, LU-P-17, LU-P-24,
LU-P-26, LU-P-30, LU-P-31, LU-P-36, LU-
P-37, LU-P-40, LU-P-41, LU-P-45, LU-P-
46, LU-P-47, LU-P-48, LU-P-49, LU-P-50,
LU-P-51, ED-P-9, CC-G-1, CC-G-2,
CC-G-3, CC-G-4, CC-G-5, CC-G-12,
CC-G-13, CC-G-17, CC-P-4, CC-P-7,
CC-P-9, CC-P-15, CC-P-18, CC-P-19,
CC-P-20, CC-P-21, CC-P-29, C-P-31,
CC-P-38, CC-P-39, CC-P-42, CC-P-44,
CC-P-45, CC-P-50, CC-P-51, CC-P-54,
CC-P-56, CC-P-57, CC-P-58, CC-P-
62, CC-P-63, CC-P-64, CR-G-3, CR-G-
11, CR-G-12, CR-P-1, CR-P-2, CR-P-3,
CR-P-4, CR-P-9, CR-P-14, CR-P-30, CR-
P-32, CR-P-33, CR-P-35, CR-P-36, CR-
P-39, CR-P-40, CR-P-41, CR-P-44, CR-
P-45, CR-P-49, CHS-G-2, CHS-P-2,
CHS-P-4, CHS-P-40
2030 Reduction:
1,853 MTCO2e per Year
2040 Reduction:
1,817 MTCO2e per Year
Policy/Action Description
Pedestrian Improvements
Diamond Bar’s pedestrian network consists of sidewalks and street crossings as well
as off-road paths and trails. While most streets in Diamond Bar have sidewalks, the
suburban layout with winding roads and high-speed arterials with narrow sidewalks
and spread out crossings can present a difficult pedestrian environment. The
General Plan includes policies that create more walkable, livable neighborhoods
by expanding the multi-modal transportation system and creating a safe,
pedestrian-oriented environment.
12 While many of the policies and actions quantified in the report are project-level in nature, much of the
supporting literature is from studies on a citywide, countywide, or regional context. The methodology in this
section is based on these regional studies, which is therefore applicable to the General Plan policies and
actions listed in this section.
DIAMOND BAR CLIMATE ACTION PLAN
3-13
Increased Connectivity
The General Plan provides strategies for maximizing multi-modal accessibility to
and connectivity within mixed use areas, including the Metrolink Station and new
Town Center. These are intended as a foundation for realizing the goal of a
connected, accessible, and active community by creating pedestrian- and
transit-oriented mixed use areas that reflect each area’s existing assets and
establish unique identities. Components of the strategy serve to improve
connectivity between the proposed mixed use areas and the City’s existing
neighborhoods; provide new jobs, housing, and entertainment opportunities in
compact, walkable environments; support multiple modes of transit, car travel,
walking and bicycling; and increase accessibility to and from surrounding cities.
The General Plan also includes a number of other improvements to enhance
connectivity for bicycles, pedestrians, and transit in Diamond Bar.
Quantification
Providing an improved pedestrian network and increasing connectivity
encourages people to walk more and results in people driving less, causing a
reduction in VMT. An estimate of a 1 percent reduction in VMT from pedestrian
improvements and connectivity was assumed13, which corresponds to a reduction
of 1,853 MTCO2e per year in 2030 and 1,817 MTCO2e per year in 2040.
Implementation
Pedestrian improvements and increased connectivity will occur through
implementation of the General Plan.
Bikeway System Improvements
Bikeway System
Improvements
General Plan Goal and Policies:
LU-P-14, LU-P-26, LU-P-31, LU-P-49,
ED-P-9, CC-G-5, CC-P-7, CC-P-20,
CC-P-56, CR-G-2, CR-G-3, CR-G-11,
CR-P-3, CR-P-30, CR-P-31, CR-P-32,
CR-P-33, CR-P-34, CR-P-35, CR-P-36,
CR-P-39, CR-P-40, CR-P-41, CR-P-43,
CR-P-44, CR-P-49, CR-P-67
2030 Reduction:
111 MTCO2e per year
2040 Reduction:
109 MTCO2e per year
Policy/Action Description
The City of Diamond Bar has made an effort to expand the ease of alternative
transportation options for residents, recognizing both health and environmental
benefits. This includes the introduction of bicycle facilities along roads such as Brea
Canyon Road. However, existing bicycle facilities are limited and often
disconnected. For example, bicycle lanes on Grand Avenue in neighboring Chino
Hills to the east terminate at the City limits despite having sufficient right-of-way to
13 Center for Clean Air Policy. Transportation Emission Guidebook.
3: GREENHOUSE GAS REDUCTION
3-14
continue. Bicycle lanes on Golden Springs Drive are discontinuous, with gaps on a
number of segments through the City. Local neighborhood streets feeding onto
roads such as Diamond Bar Boulevard and Grand Avenue could benefit from
designated bicycle routes. Finally, the standard of bicycle infrastructure in
California has changed, skewing towards the provision of protected infrastructure
where cyclists face higher vehicle volumes and speeds.
The General Plan recommends the enhancement of the existing bicycle network
with the implementation of 1.76 miles of new Class I and II, 22.95 miles of new Class
III bike paths, and 22.95 miles of new Class IV bike paths. In total, the
recommended enhancements will create a total of 45.58 miles of new bike paths,
to result in a total of 48.3 miles of bike paths.
Quantification
An estimated 0.05 percent reduction in transportation GHG emissions is assumed
to occur where there are 2 miles of bike lane per square mile and 0.09 percent
reduction where there are 4 miles of bike lanes per square mile. The minimum
density threshold given for these assumptions is 2,000 people per square mile.14
With the total bicycle improvements, there would be approximately 2.4 miles of
bike lanes per square mile. Diamond Bar currently has approximately 2,840 people
per square mile. This corresponds to a 0.06 percent reduction in VMT emissions, or
111 MTCO2e per year in 2030 and 109 MTCO2e per year15 in 2040.
Implementation
The bikeway system enhancements will occur through the implementation of the
Diamond Bar Bicycle Master Plan and the General Plan.
Traffic Calming
Traffic Calming General Plan Policies:
LU-P-26, CR-G-5, CR-P-4, CR-P-21, CR-
P-22, CR-P-23, CR-P-39, CR-P-44
2030 Reduction: 463
MTCO2e per year
2040 Reduction: 454
MTCO2e per year
Policy/Action Description
The General Plan includes policies for “calming” traffic to make streets safer and
more comfortable for pedestrian travel. Traffic calming devices include
roundabouts, corner bulb-outs, speed cushions, surface textures, raised
pavement, road narrowing, and other devices that encourage people to drive
14 Cambridge Systematics. Moving Cooler: An Analysis of Transportation Strategies for Reducing Greenhouse Gas
Emissions.
15 In this chapter, reductions based on a portion of VMT have lower reductions in 2040 than in 2030 because they
are assumed to decrease with greater vehicle efficiency standards over time.
DIAMOND BAR CLIMATE ACTION PLAN
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more slowly or to walk or bike instead of using a vehicle, especially for short trips in
and around residential neighborhoods.
Quantification
CAPCOA’s Quantifying Greenhouse Mitigation Measures was used to quantify the
effect of traffic calming devices. A 0.25 percent reduction in VMT was assumed to
occur from these improvements, which corresponds to a reduction of 463 MTCO2e
per year in 2030 and 454 MTCO2e per year in 2040.
Implementation
The traffic calming improvements will occur through the implementation of the
General Plan.
Electric Vehicle Infrastructure
Electric Vehicle
Infrastructure
General Plan Policies:
CR-P-56, RC-P-37, CHS-P-41, CHS-P-42
2030 Reduction: 926
MTCO2e per year
2040 Reduction: 908
MTCO2e per year
Policy/Action Description
Installation of electric vehicle infrastructure will encourage Diamond Bar residents,
businesses, and the City vehicle fleet to switch to clean fuel and electric vehicles
in order to reduce energy use and cost and transportation related GHG emissions.
The General Plan recommends that the City of Diamond Bar establish
requirements to provide dedicated parking and charging stations for electric
vehicles and support the use of clean fuel and “climate friendly” vehicles by
residents, businesses, and City government activities. The General Plan
recommends Diamond Bar to seek funding opportunities for the installation of
electric vehicle charging stations throughout the City and to convert the City fleet
to zero emissions vehicles over time.
Quantification
CAPCOA’s Quantifying Greenhouse Mitigation Measures was used to quantify the
effect of electric vehicle infrastructure and converting the City fleet to zero
emissions over time. A 0.5 percent reduction in VMT was assumed to occur from
these improvements, which corresponds to a reduction of 926 MTCO2e per year in
2030 and 908 MTCO2e per year in 2040.
Implementation
The electric vehicle infrastructure improvements will occur through the
implementation of the General Plan and may require the City of Diamond Bar to
apply for grants and funding opportunities.
3: GREENHOUSE GAS REDUCTION
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Parking Policies
Parking Policies General Plan Policies:
LU-P-15, LU-P-33, LU-P-43, CC-P-26, CC-
P-49, CR-G-14, CR-P-24, CR-P-53, CR-P-
54, CR-P-56, CR-P-57
2030 Reduction: 9,263
MTCO2e per year
2045 Reduction: 9,083
MTCO2e per year
Policy/Action Description
Parking policies reflect both the necessity of providing for adequate and
appropriately located vehicle and bicycle parking in existing and new
development, and priorities related to safety, urban design, and transportation
demand management. Inadequate parking is inconvenient and frustrating for
businesses and residents. Too much parking underutilizes valuable land, results in
lower density development, discourages use of other forms of transportation (such
as public transit), spreads out land uses, and creates gaps in store fronts; thereby
practically requiring the use of the automobile. Overly high parking
requirements—particularly in downtown areas or urban cores—can impact the
ability to renovate or repurpose older buildings and revitalize activity centers that
can be better served and connected by enhancing facilities and amenities for
bicyclists and pedestrians. More flexible parking standards for projects that
provide VMT reduction and TDM measures such as shared parking lots, subsidized
transit passes, or carshare help to reduce, development costs, remove pedestrian
barriers, and create a more pedestrian-friendly and attractive built environment.
Parking requirements are implemented primarily through Diamond Bar’s zoning
regulations (Title 22 of the Diamond Bar Municipal Code, or “Development
Code”).
To promote “right sizing” of parking facilities, the General Plan calls for the
amendment of parking regulations in the Municipal Code to require lower parking
minimums for developments with a mix of uses with different peak parking needs,
as well as developments that implement enforceable residential parking demand
reduction measures, such as parking permit and car share programs. The General
Plan also recommends updating parking regulations to ensure that they are
reflective of the community’s needs and incorporating criteria to allow reductions
in parking requirements in exchange for VMT reduction measures. The General
Plan recommends implementing an overall parking strategy for the Transit-
Oriented Mixed Use neighborhood and revised parking ratios for the new Town
Center. Additional strategies recommended by the General Plan include
consolidation of parking lots, preferential carpool parking, park-n-ride facilities,
parking pricing, and bicycle parking. General Plan policies also encourage
designing parking facilities to minimize impacts on pedestrian, bicycles, and
transit.
Although there are additional parking strategies that are available and may
become available in the future, most of the strategies work best in smart
DIAMOND BAR CLIMATE ACTION PLAN
3-17
growth/mixed use development areas and will be necessary to accomplish the
goals and visions identified in the General Plan.
Quantification
According to CAPCOA’s Quantifying GHG Mitigation Measures, parking strategies
have estimated VMT reductions. Reduced parking standards and other policies
reducing parking availability have an estimated 5 to 12.5 percent VMT reduction.
Conservatively assuming the effect of General Plan parking reduction strategies
would result in the lower end of VMT reduction, the cumulative reduction from
implementations would result in a 5 percent VMT reduction to give an estimated
9,263 MTCO2e per year reduction in 2030, and a 9,083 MTCO2e per year reduction
in 2040.
Implementation
The parking strategies will occur through the implementation of the Development
Code and the General Plan.
Transportation Improvements
Transportation
Improvements
General Plan Policies:
LU-G-4, LU-G-9, LU-G-19, LU-P-26, LU-P-
31, LU-P-49, ED-G-5, ED-P-9, CC-P-52,
CR-G-13, PR-P-46, CR-P-47, CR-P-48,
CR-P-49, CR-P-50, CR-P-51, CR-P-52
2030 Reduction: 1,149
MTCO2e per year
2040 Reduction: 1,126
MTCO2e per year
Policy/Action Description
Transit service can provide an alternative to automobile travel and is a critical
mode of transportation for those who cannot drive (such as the elderly, youth, or
disabled) or do not have access to a vehicle. Limited fixed-route service is
provided within Diamond Bar, primarily along major arterials, operated by Foothill
Transit and supported by two Caltrans park-and-ride lots on Diamond Bar
Boulevard. Paratransit service is provided to qualifying residents by Access
Services, a curb-to-curb paratransit program serving Los Angeles County residents
unable to use regular bus service, and by the City’s Diamond Ride program, which
is a subsidized cab program designed to supplement travel means for persons with
disabilities and those age 60 and older residing in Diamond Bar. Diamond Bar
residents are also served by the Metrolink Riverside Line along the northwestern
boundary of the City. This line runs from Downtown Riverside to Union Station in
Downtown Los Angeles and provides service Monday to Friday.
Given that the majority of Diamond Bar is of a suburban, low-density character,
the General Plan prioritizes providing high-quality service between employment
centers and mixed-use destinations along the spines of the City, supplemented
with features such as park-n-rides and pedestrian and bicycle infrastructure to
create multi-modal transportation nodes.
3: GREENHOUSE GAS REDUCTION
3-18
This Chapter’s policies also support Metrolink ridership by improving bus, bicycle,
and pedestrian connections to the station and by introducing Transit-Oriented
Mixed Use development around the station. Coordination with Metrolink and
Union Pacific Railroad (UPRR) to provide more frequent service to increase
Metrolink’s convenience and ridership amongst Diamond Bar residents would
further increase transit ridership and reduce GHG emissions associated with
automobile usage.
Quantification
Transportation system improvements can result in VMT reductions. According to
CAPCOA’s Quantifying Greenhouse Gas Mitigation Measures, transit system
improvements can result in the following reductions: 0.1 to 8.2 percent VMT
reduction from expanding the transit network, 0.5 to 24.6 percent VMT reduction
from increasing transit accessibility, and 0.02 to 2.5 percent VMT reduction from
increasing transit service frequency and speed. Conservatively assuming the
combined effect of these strategies, summing the low end of the VMT reduction
ranges gives a 0.62 percent reduction in VMT emissions, or estimated 1,149
MTCO2e per year reduction in 2030, and a 1,126 MTCO2e reduction per year in
2040.
Implementation
Transit improvements will occur through the implementation of the General Plan
and by coordination with Foothill Transit, Metrolink, and other transit providers.
Results
Table 3-8 shows the GHG reductions from each of the above General Plan
policies. The largest reduction comes from parking policies, followed by pedestrian
improvement and increased connectivity, transportation improvements, electric
vehicle infrastructure, traffic calming, and bikeway system improvements. VMT
emissions are projected to fall in the future due to higher fuel efficiency standards.
Therefore, despite VMT projections’ continuing to climb in the future, the effect of
the VMT reductions are greater in 2030 than in 2040 for all General Plan policies
considered in this section. For example, the reductions from pedestrian
improvements in 2040 are 1,817 MTCO2e per year, which is less than the reduction
in 2030 of 1,853 MTCO2e per year. The reductions from these policies are
incorporated into the emissions forecast in the following section.
DIAMOND BAR CLIMATE ACTION PLAN
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TABLE 3-8: GHG REDUCTIONS FROM ADDITIONAL GENERAL PLAN POLICIES AND ACTIONS (MTCO2E
PER YEAR)
Year Bikeway
System
Improvements
Pedestrian
Improvements
and Increased
Connectivity
Traffic
Calming
Electric
Vehicle
Infrastructure
Parking
Policies
Transportation
Improvements
Total GHG
Reductions
from
Additional
General Plan
Policies and
Actions
2030 111 1,853 463 926 9,263 1,149 13,764
2040 109 1,817 454 908 9,083 1,126 13,497
3.5 Modified Forecast
Table 3-10 shows the total emissions with the reductions from the following policies
and actions:
❖ General Plan land use and circulation system;
❖ State actions; and
❖ Additional General Plan policies.
Figure 3-4 shows the “modified forecast,” which incorporates the reductions
discussed thus far in comparison to the emissions targets. Emissions drop steeply to
2030 from the combined effect of GHG reduction policies and actions and
continue a gradual decline to 2040. The decline becomes more gradual because
no increases in federal or State standards relating to renewable energy or other
GHG reduction methods are assumed, even though these may well occur by that
time. With the effect of all the GHG reductions considered in this chapter, the total
forecast emissions are 254,209 MTCO2e in 2030, and 251,074 MTCO2e in 2040. Table
3-9 shows that Diamond Bar will meet its targets for 2030 and 2040 without any
additional measures.
TABLE 3-9: MODIFIED FORECAST (FORECAST EMISSIONS WITH GENERAL PLAN LAND
USE AND CIRCULATION SYSTEM, STATE ACTIONS, AND ADDITIONAL GENERAL PLAN
POLICIES) AND EMISSIONS TARGETS
Year
Total Modified Forecast
(MTCO2e per year)
Total Modified Forecast
(MTCO2e per capita per
year)
GHG Emissions Targets
(MTCO2e per capita per
year)
2030 254,209 4.2 6.0
2040 251,074 3.8 4.0
3: GREENHOUSE GAS REDUCTION
3-20
Figure 3-4: Modified Forecast (Forecast Emissions with (1) General Plan Land Use and
Circulation System, (2) State Actions, and (3) Additional General Plan Policies)
Conclusion
The emissions target is met in the year 2030, with forecast emissions of 4.0 MTCO2e
per capita per year, well below the target of 6.0 MTCO2e per capita per year. The
emissions target is met in the year 2040 as well, with forecast emissions of 3.8
MTCO2e per capita per year, which is lower than the target of 4.0 MTCO2e per
capita per year. Thus, Diamond Bar synergistic land use/transportation planning
and other actions in the General Plan would enable the City to meet the
standards outlined in California’s 2017 Scoping Plan, EO S-3-05, and EO S-3-15, and
implementation of projects consistent with the General Plan would not require
additional GHG analysis in accordance with CEQA.
0.0
1.0
2.0
3.0
4.0
5.0
6.0
7.0
2015 2020 2025 2030 2035 2040
MTCO2e Emissions per Capita per YearYear
Forecast with (1) General Plan Land Use and Circulation, (2) State
Actions, and (3) Additional General Plan Policies
Targets (AB 32/EO S-3-15)
4
Monitoring Progress and
Optional Measures to Further
Reduce Emissions
The forecast emissions in Chapter 3 incorporate reductions from (1) State actions,
(2) General Plan land use and circulation system, and (3) additional General Plan
policies. This analysis shows that projected GHG emissions in 2030 and in 2040 will
be well below the standards established in California Air Resources Board’s (CARB)
2017 Scoping Plan (adopted on December 14, 2017 by the CARB). Thus, additional
GHG reduction actions are not needed for Diamond Bar to have and maintain a
Qualified GHG Reduction Strategy.
This chapter describes steps to monitor progress, and potential additional
measures that can be taken in the future should the City so desire.
4.1 Monitoring Progress
This CAP provides a framework for the City of Diamond Bar to monitor progress
toward GHG emissions and continue to meet emissions targets. Climate action
planning, however, is an iterative and adaptive management process: it requires
administration, public outreach, monitoring progress and measuring results,
periodically revisiting assumptions and adjusting provisions when necessary.
Monitoring will enable the City to make timely adjustments to existing policies,
replace ineffective actions, and/or add new policies as changes in technology,
federal and state programs, or other circumstances warrant. Figure 4-1 shows the
steps in the process of climate action planning.
4: MONITORING PROGRESS AND OPTIONAL MEASURES
4-2
Figure 4-1: Process of Climate Action Planning
(Source: CoolCalifornia, http://www.coolcalifornia.org/local-government/toolkit)
To continue the process of climate action planning, the City of Diamond Bar will
follow the steps below.
Monitoring and Reporting
The City will periodically monitor and report on progress towards achieving the
emissions targets, potentially every five years, unless otherwise required more
frequently by State law. The monitoring report will include information on the status
of the federal and State level emissions reductions measures identified in Chapter
3 of this CAP, as well as any new efforts that may emerge in the reporting year.
The report will be presented to the City Council at a public meeting during which
interested parties may comment on the report.
Updating the GHG Inventory and the CAP
The City will update the GHG inventory periodically. For continuity, the inventory
updates will tally emissions from the same sectors analyzed in Chapter 2 of this
CAP. If an updated inventory reveals that Diamond Bar is not making adequate
progress toward meeting the GHG target, or that new technologies and programs
emerge that warrant inclusion in the CAP, the City will adjust the CAP by
modifying, adding, and/or replacing policies in the General Plan or elsewhere, or
incorporating measure(s) outlined in Section 4.2.
DIAMOND BAR CLIMATE ACTION PLAN
4-3
4.2 Optional Measures to Further Reduce Emissions
The optional measures below are offered as a menu of choices should the City
decide to more aggressively target GHG emissions at a future date. Measures can
be undertaken independently or collectively. Measures and actions, and likely
GHG emissions reductions that will result from them, are presented below.
Residential and Commercial Photovoltaic Systems
Option A: Promote Installation of Residential Photovoltaic (PV) Systems
Goal: Promote installation of residential PV systems to
increase solar capacity by 10.5 megawatts (MW) per year,
or the equivalent of 15 percent of projected residential
electricity supplied by Southern California Edison (SCE), by
2040.
2040 Reduction: 2,271 MTCO2e per
year (approximately 0.9% of total
projected GHG emissions in
Diamond Bar)
Potential Actions:
A-1: Temporarily—for a period of one year—consider suspending residential and commercial
PV system permit fees, together with a publicity campaign to promote PV systems
installation. (Short-term)
A-2: On a continuing basis, ensure that regulatory provisions - such as complying with
regulations for zoning, structure height, permit submittal and review, etc. - do not hinder
residential and commercial PV system installation. (Short to Long-term)
Target: The target increase in solar capacity from residential PV systems would be
10.5 MW16 per year in 2040, which is the equivalent amount of production to
replace 15 percent of projected residential electricity supplied by SCE.
GHG Reduction Option Description: PV systems convert solar energy into
electricity. Producing renewable energy locally through residential, commercial,
and industrial PV systems reduces the need to construct costly new power plants
that produce air pollution, use natural resources, and impact the environment. The
2019 CALGreen Code requires new homes under three stories to install solar
panels; Option A would enable existing residential units to install PV systems as well.
Quantification of GHG Emissions Reductions: 15 percent of the 2040 forecast
emissions from residential electricity usage, after applying State regulations
discussed in Chapter 3.3 of this CAP, was calculated to quantify emissions
reductions for Option A.
Responsibility and Implementation: The City of Diamond Bar currently participates
in the Los Angeles County Property Assessed Clean Energy (PACE) program and
California HERO (Residential and Commercial). PACE programs provide financing
16 According to the California Air Pollution Control Officers Association’s (CAPCOA’s) Quantifying Greenhouse
Gas Mitigation Measures report, the average generation per kW installed solar capacity in the South Coast
Air Quality Management District (SCAQMD), the air district in which Diamond Bar is located, is 1,678 kWh/yr.
Therefore, 10.5 MW converts to 17,617,802 kWh per year.
4: MONITORING PROGRESS AND OPTIONAL MEASURES
4-4
to eligible property owners for sustainable energy projects, thereby offering a
source of funding for residential PV systems. Property owners can finance PV
system installations and energy efficiency improvements through a voluntary
assessment on their property tax bills. Several other financing options are available
to residents, including Federal Housing Financing Administration- (FHFA) insured
Energy Efficient Mortgages, HUD Title 1 Home Improvements Loans, and FHA
PowerSaver Loans.
The City could temporarily suspend residential and commercial solar PV system
permit fees to incentivize installation. The City could also ensure on a continuing
basis that regulatory provisions—such as complying with regulations for zoning,
structure height, permit submittal and review process, etc.—do not hinder PV
panel installation.
Costs and Benefits:
Private: Private costs would come from the installation and maintenance of a
residential PV system, which can be supported by PACE programs and other
incentives. Benefits would accrue from reduced energy bills and increased
property values.
City: City costs would occur from the analysis of potential regulatory barriers and
the evaluation of the feasibility of incentivizing new homes to install PV systems.
Revenue would be lost when permit fees are temporarily suspended.
Option B: Promote Installation of Commercial Photovoltaic Systems
Goal: Promote installation of commercial and industrial PV
systems to produce an additional 11 MW per year, or 15
percent of projected commercial and industrial electricity
supplied by SCE, by 2040.
2040 Reduction: 2,380 MTCO2e per
year (approximately 0.9% of total
projected GHG emissions in
Diamond Bar)
Potential Actions: (See also actions A1 and A2 above).
B-1: Consider adopting a commercial energy conservation ordinance requiring all new
nonresidential developments with more than 50 cars surface parked or on roofs of parking
structures to use PV panels over at least half of the surface/roof-parked cars, or provide
equivalent energy conservation/generation by other means (over and above other
requirements). (Short-term)
B-2: Consider adopting an ordinance requiring existing and new nonresidential developments
to install PV panels to offset a portion of their energy use. (Mid-term)
Target: The target is the PV production of 11 MW per year in 2040, which is the
equivalent amount of production to replace 15 percent of projected commercial
and industrial electricity supplied by SCE.
GHG Reduction Option Description: PV systems convert solar energy into
electricity. Option B promotes the installation of PV systems on commercial
buildings to produce an additional 11 MW per year.
DIAMOND BAR CLIMATE ACTION PLAN
4-5
Quantification of GHG Emissions Reductions: 15 percent of the 2040 forecast
emissions from commercial and industrial electricity usage, after applying State
regulations discussed in Chapter 3.3 of this CAP, was calculated to quantify
emissions reductions for Option B.
Responsibility and Implementation: See Option A (above) for implementation.
Costs and Benefits:
Private: Private costs would result from the installation and maintenance of
commercial and industrial PV systems. Benefits would accrue from reduced
energy bills and increased property values.
City: City costs would occur from removing potential regulatory barriers and
preparing and enforcing a nonresidential PV systems ordinance. Revenue would
be lost when permit fees are temporarily suspended.
Residential and Commercial Efficiency Retrofits
Option C: Encourage Residential Energy Efficiency Retrofits
Goal: Encourage residential efficiency retrofits with the
goal of a 50 percent energy reduction compared to
baseline in 30 percent of the total existing homes citywide
by 2040 (5,674 homes out of a total of 18,913).
2040 Reduction: 6,098 MTCO2e per
year
(approximately 1.7% of total
projected GHG emissions in
Diamond Bar)
Potential Actions:
C-1: Publicize available incentive and rebate programs, such as SCE’s and Southern California
Gas Company’s (SCG’s) Home Energy Efficiency Rebate (HEER) program, on the City’s
website and by other means. (Short-term)
C-2: Create a citywide “Energy Challenge,” similar to the Department of Energy’s Better
Buildings Challenge, to promote cost-effective energy improvements, while having
residents and building owners commit to reducing energy consumption. (Short-term)
Target: The target is a 50 percent energy reduction in 30 percent of homes
citywide by the year 2040.
GHG Reduction Option Description: Diamond Bar is a residential city in nature. As
homes use a large portion of the City’s total energy and older homes are
substantially less efficient than newly constructed homes, there is a large
opportunity to reduce GHG emissions through the retrofitting of existing homes.
When a single-family homeowner seeks to make major improvements, the owner
would be required to conduct an energy audit, and meet low-cost energy
efficiency measures—such as improving insulation, providing weather stripping,
promoting natural lighting and ventilation, and using “smart” thermostats to
regulate energy use for heating and cooling. Multi-family residential retrofits are
similar to single-family retrofits but can provide increased energy savings. For
4: MONITORING PROGRESS AND OPTIONAL MEASURES
4-6
example, increasing insulation between residential units benefits both units. Other
examples of multi-family residential retrofits include replacing incandescent and
halogen lamps with LED or CFL lamps and installing energy-efficient windows and
efficient appliances.
Quantification of GHG Emissions Reductions: 50 percent of the 2040 forecast
emissions from 30 percent of residential energy usage, after applying State
regulations discussed in Chapter 3.3 of this CAP, was calculated to quantify
emissions reductions for Option C.
Responsibility and Implementation: Homeowners and multi-family unit owners
would implement this measure. The California Public Utilities Commission
administers the Energy Upgrade California Program, which connects homeowners
to multiple financing options for energy-saving upgrades. SCE and SCG offer the
HEER program, which offers residential customers rebates to improve the
efficiency of appliances, such as water heaters, air conditioners, and pool pumps.
HEER also offers residential customers rebates for smart thermostats, attic and wall
insulation, and efficient furnaces. The City will publicize this and related programs
on its website and by other means.
Costs and Benefits:
Private: Private costs would come from residential unit owners conducting energy
audits and implementing efficiency retrofits. The cost of these retrofits is frequently
1 percent or less of the total renovation cost. Benefits would occur through
reduced energy costs. Rebates are available as described above.
City: City costs would come from promoting incentive programs and creating an
“Energy Challenge” program.
DIAMOND BAR CLIMATE ACTION PLAN
4-7
Option D: Encourage Commercial Efficiency Retrofits
Goal: Encourage commercial and industrial efficiency
retrofits with the goal equivalent to a 25 percent energy
reduction in 30 percent of commercial square footage
citywide by 2040.
2040 Reduction: 2,268 MTCO2e per
year
(approximately 0.6% of total GHG
emissions in Diamond Bar)
Potential Actions:
D-1: Promote available incentive and rebate programs, such as SCE’s and SCG’s On-Bill
Financing (OBF) programs, on the City’s website and by other means. (Short-term)
D-2: Consider adopting a commercial and industrial energy conservation ordinance, which
requires property owners to ensure that commercial and industrial buildings meet specified
energy efficiency measures—such as requisite heating, ventilation, and air conditioning
improvements, service water system requirements, and improved refrigeration equipm ent,
at the time of conducting major renovations (as defined by the ordinance). (Short-term)
Target: The target is equivalent to a 25 percent energy reduction in 30 percent of
the projected amount of commercial and industrial square footage.
GHG Reduction Option Description: Relatively straightforward fixes to commercial
buildings can significantly reduce spending on fuel and electricity. Examples of
retrofits include installing efficient boilers and equipment, high-quality windows,
pipe insulation, and other building energy improvements.
Quantification of GHG Emissions Reductions: 25 percent of the 2040 forecast
emissions from 30 percent of commercial and industrial energy usage, after
applying State regulations discussed in Chapter 3.3 of this CAP, was calculated to
quantify emissions reductions for Option D.
Responsibility and Implementation: Building owners would implement this measure
for commercial buildings.17 Funding is available through incentive and rebate
programs, such as SCE’s and SCG’s OBF program.
Costs and Benefits:
Private: Private costs would come from building owners and business owners
implementing efficiency retrofits. Benefits would occur through reduced energy
costs. Costs could be offset through incentive and rebate programs.
City: City costs would come from providing resources to help guide building
owners to implement this measure, promoting available incentive and rebate
programs, and adopting and enforcing a commercial energy conservation
ordinance.
17 AB 1103, the California Nonresidential Building Energy Use Disclosure Program, requires an owner of a
nonresidential building to benchmark the building’s energy use data and disclose the energy use prior to the
sale of the building, or the lease and financing of the entire building. This benchmark data can be used to
guide implementation of efficiency measures for buildings renovated after a recent sale.
4: MONITORING PROGRESS AND OPTIONAL MEASURES
4-8
Residential Electrification
Option E: Promote Switching from Natural Gas to Clean Electricity
Goal: Promote conversion of residential natural gas water
heaters to electric systems powered by solar energy with
the goal of 50 percent replacement by 2040.
2040 Reduction: 13,669 MTCO2e
per year
(approximately 5% of total GHG
emissions in Diamond Bar)
Actions:
E-1: Publicize available incentive and rebate programs, such as Southern California Gas
Company’s (SCG’s) California Solar Initiative (CSI-Thermal) Program, on the City’s website
and by other means. (Short-term)
E-2: Create a citywide “Energy Challenge,” similar to the Department of Energy’s Better
Buildings Challenge, to promote cost-effective energy improvements, while having
residents and building owners commit to reducing energy consumption. (Short-term)
Target: The target is to replace 50 percent of residential natural gas water heaters
to electric models powered by solar thermal systems by 2040.
GHG Reduction Option Description: Replace inefficient and expensive natural gas
water heaters with more efficient solar water heating systems to reduce the
amount of energy needed to heat homes, which will reduce the demand for
natural gas and thus the amount of GHG emissions created by the natural gas
power generation.
Quantification of GHG Emissions Reductions: An estimated 49 percent of
residential natural gas in California is used for heating water.18 Applied to citywide
natural gas use, this percentage corresponds to about 12,470 MTCO2e of forecast
emissions in 2040 (after applying State regulations discussed in Chapter 3.3 of this
CAP). In a typical year, an estimated 6.3 percent of existing homes replace natural
gas water heaters, and 57 percent of replacements are electric models.19 This
measure sets the target of replacing natural gas water heaters with electric
models powered by solar thermal systems in 50 percent of existing homes by 2040.
This would lead to an emissions reduction of 7,945 MTCO2e per year in 2040.
Responsibility and Implementation: Homeowners and multi-family units would
implement this measure. The California Public Utilities Commission administers the
California Solar Initiative CSI-Thermal Program, which provides rebates on solar
water heating systems for single-family residential customers and multi-family
properties. The City will publicize this and related programs on its website and by
other means.
18 CEC, Statewide Appliance Saturation Survey, 2009.
19 Northwest Energy Efficiency Alliance (NEEA), 2011. Water Heater Market Update.
DIAMOND BAR CLIMATE ACTION PLAN
4-9
Costs and Benefits:
Private: Private costs would be from purchasing and maintaining electric water
heaters. Regular maintenance can be as infrequent as every three to five years,
and systems with electrical components usually require replacement parts after
10 years. Benefits would be from reduced energy costs.
City: City costs would come from providing resources to help guide building
owners to implement this measure and promoting available incentive and rebate
programs.
Increased Zero-Emissions Vehicle (ZEV) Travel
Option F: Promote an Increase in the Amount of Zero-Emissions Vehicle Travel
Goal: Promote an increase in the amount of ZEV20 vehicle
miles traveled to 15 percent of total vehicle miles traveled
by 2040.
2040 Reduction: 26,837 MTCO2e
per year
(approximately 10.7% of total GHG
emissions in Diamond Bar)
Actions:
F-1: Working with industry partners, construct a “PV to EV” pilot project to install a PV charging
station at a City facility (such as City Hall), to charge ZEVs. The purpose of the pilot project
would be to evaluate the feasibility of incorporating more ZEVs into the City’s fleet. (Short-
term)
F-2: Prepare a community-wide charging station siting plan, which evaluates site visibility and
exposure, EV driving ranges, high volume destinations, locations with high ownership or
interest in EVs, and cost of construction. (Short-term)
F-3: Construct ZEV charging stations based on the community -wide charging station siting plan
described in G-2 above. The ZEV charging stations will be funded by grant funds when
available, and the City will post signage directing ZEVs to charging stations described in G-
2 above. (Mid-term)
F-4: Offer dedicated ZEV parking and provide charging stations adjacent to ZEV parking as
identified in the community-wide charging station siting plan. (Mid-term)
F-5: Adopt requirements for ZEV parking for new developments. (Short-term)
F-6: Consider adopting a residential energy conservation ordinance requiring the installation of
EV chargers or pre-wiring in new residential construction and major renovations. (Short-term)
Target: The target is to increase the proportion of vehicle miles traveled to 15
percent by the year 2040.
GHG Reduction Option Description: Driving ZEVs reduces carbon emissions by
eliminating direct tailpipe emissions of carbon dioxide and other GHGs. The
production of electricity used to power electric vehicles generates GHGs;
however, SCE electricity generates much less GHGs than the direct combustion of
fossil fuels. Furthermore, electric vehicles can be charged at home or the
20 Zero-Emissions Vehicle (ZEV) is a vehicle that emits no tailpipe pollutants from the onboard source of power.
ZEVs include electric vehicles, fuel cell vehicles, and plug-in hybrids, when in electric mode.
4: MONITORING PROGRESS AND OPTIONAL MEASURES
4-10
workplace using energy produced by PV panels, eliminating GHG emissions
completely, at least for the months when PV panels produce the full amount of
electricity needed for operations. The ability to provide entirely emissions-free
transportation through the use of PV panels to charge ZEVs should be capitalized
on whenever possible.
Quantification of GHG Emissions Reductions: The City of Diamond Bar and
SCAQMD jointly host an annual National Drive Electric Week event. In 2018, 199
registered attendees reported 1,355,875 electric miles driven, which translates to
approximately 0.3% of existing VMT assuming similar VMT in 2016 and 2018.21
Establishing a goal of increasing the proportion of ZEV vehicle miles traveled from
0.3% to 15 percent was calculated to quantify emissions reductions for Option F.
Responsibility and Implementation: Option F would support policies in the General
Plan aimed at increasing electric vehicle infrastructure. The City would promote
an increase in the amount of electric vehicle travel by constructing ZEV charging
stations using the community-wide station siting plan described in Action F-2
above. Grant funding for the construction of the ZEV charging stations can come
from the California Energy Commission’s Electric Vehicle Charging Infrastructure
grant, or other similar grant programs. The City would be responsible for operating
(including electricity provision, for stations not using PV panels) and maintaining
charging stations.
The City would also promote the use of ZEVs by offering dedicated ZEV parking
and adopting requirements for ZEV parking for new development. The City would
create an ordinance requiring the installation of ZEV chargers or pre-wiring in new
residential construction and major renovations.22
Costs and Benefits:
Private: The private cost would be the purchase of an electric vehicle and the
cost of electricity to power the electric vehicle, for community members who elect
to purchase an electric vehicle. Costs may also occur from installing EV chargers
or pre-wiring into new residential construction or major renovations. Available
rebates for the purchase or lease of an electric vehicle include the California
Vehicle Rebate Program administered by CARB and the Clean Fuel Reward
Program administered by SCE. Benefits would accrue from reduced spending on
gasoline.
21 Drive Electric, 2018. National Drive Electric Week – Diamond Bar.
22 Assembly Bill 1092 (2013) requires the Department of Housing and Community Development to propose
minimum building standards for the installation of future electric vehicle charging infrastructure for parking
spaces in multi-family dwellings and nonresidential development.
DIAMOND BAR CLIMATE ACTION PLAN
4-11
City: City costs would be from planning for, constructing, operating (including
providing electricity, for stations not using PV panels) and maintaining ZEV
charging stations, which may be offset by potential user fees or grants from the
California Energy Commission, or other similar agencies. City costs may occur from
developing ordinances to require the installation of ZEV chargers in new residential
construction and major renovations. City costs may also occur from fleet
purchases of ZEV vehicles. Benefits would accrue from reduced spending on
gasoline.
Establish a Zero-Waste Framework
Option G: Establish a Zero-Waste Framework
Goal: Consider a Zero Waste Ordinance with the goal of
90% diversion by 2040.
2040 Reduction: 26,837 MTCO2e
per year
(approximately 10.7% of total GHG
emissions in Diamond Bar)
Actions:
G-1: Adopt a Citywide zero waste ordinance to reduce waste sent to landfill. (Short-term)
G-2: Adopt requirements for recycling and composting facilities in new developments. (Short-
term)
G-3: Continue and expand specialized recycling programs. (Mid-term)
G-4: Expand network of recycling and composting bins in public spaces, including
implementation of smart bins such as BigBelly. (Mid-term)
Target: The target is to increase waste diversion by 90 percent by 2040.
GHG Reduction Option Description: Reducing waste sent to landfills reduces GHG
emissions from landfill methane and decreases Diamond Bar’s reliance on landfills.
AB 341 has set a goal of 75 percent recycling, composting, or source reduction of
solid waste by 2040. Exceeding this goal by establishing a Zero Waste Ordinance
has the potential to reduce consumption of raw materials, reuse materials, reduce
GHG emissions, minimize production of toxic materials, and support a culture of
low waste and sustainability in Diamond Bar.
Quantification of GHG Emissions Reductions: In 2016, 47 percent of Diamond Bar’s
waste was diverted from the landfill. Emissions totals assume achievement of the
AB 341 goal of 75 percent diversion by 2040. Establishment of a Zero Waste
Ordinance, assuming 90 percent recycling, composting, or source reduction of
solid waste by 2040, would result in a reduction of 1,069 MTCO2e per year by 2040.
Responsibility and Implementation: The City would be responsible for adopting
and promoting a Zero Waste Ordinance to increase diversion of solid waste and
reduce associated emissions. The City currently offers a number of specialized
recycling programs in addition to its residential trash/recycling program, including
a free recycling bins for businesses programs. The City also offers residential waste
hauler rate discounts. Success of the Zero Waste Ordinance would require
4: MONITORING PROGRESS AND OPTIONAL MEASURES
4-12
continued implementation and expansion of these programs to promote
residential and commercial recycling and composting. New developers would be
responsible for providing recycling and composting options to reduce overall
waste as described in Action G-2 above. Should the City take Action G-4, the City
would be responsible for expanding recycling and composting alternatives
throughout the City through the placement of easily accessible bins or smart bins
such as BigBelly bins, which are solar powered.
Costs and Benefits:
Private: The private cost to new developers would be the provision of recycling
and composting facilities, should they not qualify for the free recycling container
application. Businesses would be required to establish and oversee a recycling
program to qualify for free bins. Qualified residents may apply for residential waste
hauler rate discounts to reduce costs associated with recycling and composting.
Costs may also occur from switching to increased refuse and recycling service
should rates stay stable. For businesses, reducing the disposal of solid waste would
reduce trash container fees. Benefits may accrue from a reduction in overall
waste and the cost of regular garbage pickup and disposal.
City: City costs may occur from developing ordinances to require achievement of
Zero Waste Goals. City costs would also occur from continuing recycling programs,
including the continued cost of providing free recycling bins to businesses. City
costs would also occur from adding recycling and composting containers in
public spaces. Benefits may accrue from a reduction in overall waste and the cost
of regular garbage pickup and disposal.
Clean Energy
Option H: Promote and Maximize Utility Clean Energy Offerings
Goal: Join the Clean Power Alliance to offer 100%
renewable energy to Diamond Bar residents and
businesses.
2040 Reduction: 15,503 MTCO2e
per year
(approximately 6% of total GHG
emissions in Diamond Bar)
Actions:
H-1: Join the Clean Power Alliance, choosing the default rate of 100% Green Power. (Short to
mid-term)
H-2: Publicize available rate options and information about renewable energy on the City’s
website or by other means. (Short-term)
Target: The target is to join the Clean Power Alliance at the default rate of 100%
Green Power to offer renewable energy to Diamond Bar residents and businesses.
GHG Reduction Option Description: The Clean Power Alliance serves
approximately three million customers and one million customer accounts across
31 communities throughout southern California including unincorporated Los
Angeles County and nearby cities such as Claremont, South Pasadena, and
DIAMOND BAR CLIMATE ACTION PLAN
4-13
Whittier. Utilizing renewable energy reduces electric sector GHG emissions,
promotes energy efficiency and demand reduction programs, and is cost
competitive with existing services. The Clean Power Alliance offers three default
options of electric power generation mix. The 100% Green Power option provides
100% renewable energy content, derived from solar power, and the Clean Power
(50%) and Lean Power (36%) provide a mix of renewable, including solar and wind
energy, and non-renewable energy content. 100% Green Power is offered at a 7
to 9 percent overall bill premium to SCE’s standard rates and 5 percent less than
SCE’s 100 percent renewables rate. Clean Power and Lean Power options are
cost-comparable or more affordable than SCE’s standard rates. Providing the
option for renewable energy will allow Diamond Bar to significantly reduce
emissions of greenhouse gases associated with electricity generation in 2040.
Quantification of GHG Emissions Reductions: The Clean Power Alliance is
committed to providing zero-carbon electricity through the 100% Green Power
option. Typical opt-out rates for enrolled communities are as low as 1.5 percent.
For a conservative analysis, quantification of GHG emissions reductions assumes
that 50 percent of Diamond Bar residents and businesses opt out of the 100%
Green Power Option entirely or downgrade to the Clean Power or Lean Power
options (comparable to emissions from electricity supplied by SCE, which is
required to supply 60 percent of electricity from renewable resources by 2030
under SB 100). 50 percent enrollment in the 100% Green Power option provided by
the Clean Power Alliance would result in an emissions reduction of 6 percent, or
15,503 MTCO2e in 2040.
Assuming the typical opt-out rate of 1.5 percent, Diamond Bar could reduce GHG
emissions associated with electricity consumption by as much as 12 percent, or
30,540 MTCO2e in 2040.
Responsibility and Implementation: City Council would be responsible for
approving Diamond Bar’s entry into the Clean Power Alliance. The City would also
be responsible for promoting the Clean Power Alliance, providing information on
renewable energy, and providing sufficient notice and information regarding
alternative options on its website and by other means. SCE would continue to
deliver power, and the Clean Power Alliance would provide enrollment notices
and provide electric generation.
Residents and businesses would be responsible for choosing to participate in or
opt out of the Clean Power Alliance service once they receive an enrollment
notice.
Costs and Benefits:
Private: The private cost of the 100% Green Power option would be 7 to 9 percent
higher than SCE’s standard rates for electricity service, but 5 percent or more lower
than SCE’s 100 percent renewable rates. The private cost for the Clean Power
option would be similar to SCE’s standard rates, and one to two percent lower
4: MONITORING PROGRESS AND OPTIONAL MEASURES
4-14
than standard rates for the Lean Power option. Benefits would accrue from
reduced energy costs for the lower-tier options, and Clean Power Alliance
customers would still be eligible to obtain rebates from SCE for energy efficiency
and solar electric systems.
City: City costs would be from coordinating approval of and enrollment in the
Clean Power Alliance. City costs would occur from providing resources to help
residents and businesses to navigate this new system and promoting enrollment in
the 100% Green Power default. Benefits would accrue from reduced electricity
emissions and promotion of Diamond Bar’s sustainable choices.
Other Measures
Other measures that may be implemented on a project-level basis or are difficult
to quantify are listed in Appendix D.
Appendix A
Climate Change Informational
Resources
Combating climate change requires education and personal action. This section
contains resources on climate change and its impacts, calculating individual
carbon footprints, and ways to reduce individual carbon footprints.
Education
The evidence is clear that climate change is happening. Humans are largely
responsible for recent climate change. International scientific bodies, federal
agencies, and state agencies have numerous resources that summarize the
current scientific understanding of climate change and the latest projections of
climate change impacts.
The Intergovernmental Panel on Climate Change is the leading international body
for the assessment of climate change:
❖ http://www.ipcc.ch/
The National Aeronautics and Space Administration (NASA) has documented
recent impacts and future trends of climate change:
❖ http://climate.nasa.gov/effects
The U.S. Environmental Protection Agency (U.S. EPA) has information of climate
change, and its effects:
❖ https://www.climate.gov/teaching/resources/climate-change-basics
Cal-Adapt, a product of the Public Interest Energy Research (PIER) program,
funded by the California Energy Commission, provides California-specific climate
change research, including interactive climate tools:
❖ http://cal-adapt.org/
APPENDIX A: INFORMATIONAL RESOURCES
A-2
Carbon Footprint
A carbon footprint is a measure of the total amount of GHG emissions produced
by an individual. It can be thought of as a personal inventory of one’s impacts on
climate change. There are a number of online calculators that estimate personal
carbon footprints. Individuals can use the following carbon footprint calculators
as a guide to help reduce personal carbon emissions.
U.S. Environmental Protection Agency (EPA)
❖ https://www3.epa.gov/carbon-footprint-calculator/
Cool California
❖ https://coolcalifornia.arb.ca.gov/calculator-households-individuals
Cool Climate Network
❖ https://coolclimate.org/calculator
Nature Conservancy
❖ https://www.nature.org/en-us/get-involved/how-to-help/consider-your-
impact/carbon-calculator/
Carbon Footprint
❖ http://www.carbonfootprint.com/calculator1.html
Global Footprint Network
❖ https://www.footprintnetwork.org/resources/footprint-calculator/
Reducing your Carbon Footprint
Reducing one’s personal carbon footprint saves money, decreases impact on the
environment, and helps fight climate change. The following links provide resources
on changes one can make in his or her day-to-day life to diminish GHG emissions.
U.S Department of Energy: Save energy, save money
❖ http://energy.gov/energysaver/energy-saver
California Air Resources Board: Low emissions vehicles
❖ https://ww2.arb.ca.gov/our-work/topics/clean-cars
Carbon Fund: Reduce what you can, offset what you can’t
❖ https://carbonfund.org/reduce/
DIAMOND BAR CLIMATE ACTION PLAN
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New York Times: How to Reduce Your Carbon Footprint
❖ https://www.nytimes.com/guides/year-of-living-better/how-to-reduce-
your-carbon-footprint
APPENDIX A: INFORMATIONAL RESOURCES
A-4
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Appendix B
References
California Air Pollution Control Officers Association (CAPCOA). 2010. Quantifying
Greenhouse Gas Mitigation Measures. Available:
http://www.capcoa.org/wp-content/uploads/2010/11/CAPCOA-
Quantification-Report-9-14-Final.pdf. Accessed on: June 7, 2019.
California Air Pollution Control Officers Association (CAPCOA). 2008. CEQA and
Climate Change, Evaluating and Addressing Greenhouse Gas Emissions
from Projects Subject to the California Environmental Quality Act.
Available: http://www.capcoa.org/wp-
content/uploads/downloads/2010/05/CAPCOA-White-Paper.pdf.
Accessed on: June 7, 2019.
California Air Resources Board (CARB). 2007. Off-Road Motor Vehicles. Available:
https://ww2.arb.ca.gov/our-work/programs/mobile-source-emissions-
inventory/msei-modeling-tools. Accessed on: March 23, 2018.
CARB. 2015. EMFAC2014 Volume III – Technical Documentation. Available:
https://ww3.arb.ca.gov/msei/downloads/emfac2014/emfac2014-vol3-
technical-documentation-052015.pdf. Accessed on: August 29, 2019.
CARB. 2016. EMFAC2014 Web Database. Available:
https://www.arb.ca.gov/emfac/2014/. Accessed on: March 23, 2018.
CARB. 2017. California’s 2017 Climate Change Scoping Plan. Available:
https://ww3.arb.ca.gov/cc/scopingplan/scopingplan.htm. Accessed on:
April 23, 2018.
California Energy Commission (CEC). 2006. Refining Estimates of Water-Related
Energy Use in California. Available:
https://calisphere.org/item/ark:/86086/n2hq3xr1/. Accessed on:
September 5, 2019.
CEC. 2009. 2009 Residential Appliance Saturation Study (RAAS). Available:
https://ww2.energy.ca.gov/appliances/rass/previous_rass.html. Accessed
on: August 29, 2019.
APPENDIX B: REFERENCES
B-2
CEC. 2015. Impact Analysis 2016 Update to the California Energy Efficiency
Standards for Residential and Nonresidential Buildings. Available:
https://ww2.energy.ca.gov/title24/2016standards/rulemaking/documents
/15-day_language/impact_analysis/2016_Impact_Analysis_2015-06-03.pdf.
Accessed on: April 23, 2019.
CEC. 2016. Electricity Consumption by County. Available:
https://ecdms.energy.ca.gov/elecbycounty.aspx. Accessed on: April 30
2019.
California Energy Commission. 2019. Impact Analysis 2019 Update to the
California Energy Efficiency Standards for Residential and Nonresidential
Buildings. Available:
https://www.energy.ca.gov/title24/2019standards/post_adoption/docum
ents/2019_Impact_Analysis_Final_Report_2018-06-29.pdf. Accessed on:
April 23, 2019.
California Governor’s Office of Planning and Research. 2018. Discussion Draft:
CEQA and Climate Change Advisory. Available:
http://opr.ca.gov/docs/20181228-
Discussion_Draft_Climate_Change_Adivsory.pdf. Accessed on: September
5, 2019.
California Public Utilities Commission. 2011. California’s Long-Term Energy
Efficiency Strategic Plan. “Chapter 13: Lighting.” Available:
http://www.cpuc.ca.gov/General.aspx?id=4125. Accessed on: April 11,
2017.
CalRecycle. 2019. Residential Waste Stream by Material Type. Available:
https://www2.calrecycle.ca.gov/WasteCharacterization/ResidentialStrea
ms?lg=170&cy=19. Accessed on: June 7, 2019.
Cambridge Systematics. Moving Cooler: An Analysis of Transportation Strategies
for Reducing Greenhouse Gas Emissions. Technical Appendices. Prepared
for the Urban Land Institute.
Center for Clean Air Policy. 2014. Transportation Emission Guidebook. Available:
http://www.ccap.org/safe/guidebook/guide_complete.html. Accessed
on: September 5, 2019.
City of Diamond Bar. 1995. General Plan Environmental Impact Report and
Addendum.
City of Diamond Bar. 2019. Going Green in Diamond Bar. Available:
https://www.diamondbarca.gov/342/Going-Green-in-Diamond-Bar.
Accessed on: August 29, 2019.
DIAMOND BAR CLIMATE ACTION PLAN
B-3
City of Diamond Bar. 2019. Draft General Plan.
Clean Power Alliance. 2019. Frequently Asked Questions. Available:
https://cleanpoweralliance.org/customer-support/faqs/. Accessed on:
August 30, 2019.
Edison International. 2016. 2015 Corporate Responsibility Report. Available:
https://www.sce.com/about-us/who-we-are/corporate-responsibility.
Accessed on: December 20, 2018.
Go Solar California. 2019. California Solar Initiative CSI-Thermal Program.
Available: https://www.gosolarcalifornia.ca.gov/solarwater/. Accessed
on: August 29, 2019.
International Council for Local Environmental Initiatives (ICLEI)–Local
Governments for Sustainability USA. 2013. U.S. Community Protocol for
Accounting and Reporting of Greenhouse Gas Emissions. Available:
http://icleiusa.org/ghg-protocols/. Accessed on: March 23, 2018.
Levine, Jake and Poloncarz, Kevin. 2018. California Legislature Passes Bill Putting
State on Path to 100% Renewable and Zero-Carbon Power. Available:
https://www.insideenergyandenvironment.com/2018/08/california-
legislature-passes-bill-putting-state-on-path-to-100-renewable-and-zero-
carbon-power/. Accessed on: August 29, 2019.
Los Angeles County Economic Development Corporation. 2013. Industry and
Labor Market Intelligence for Los Angeles County. Available:
https://laedc.org/wp-content/uploads/2013/06/Industry-and-Labor-
Market-Intelligence_LAC_FINAL.pdf. Accessed on: June 4, 2019.
National Drive Electric Week. 2018. National Drive Electric Week – Diamond Bar.
Available: https://driveelectricweek.org/event.php?eventid=1351.
Accessed on: August 29, 2019.
National Oceanic and Atmospheric Administration (NOAA). 2018. Climate
Change: Global Temperature. Available: https://www.climate.gov/news-
features/understanding-climate/climate-change-global-temperature.
Accessed on: September 5, 2019.
NOAA. 2019. Trends in Atmospheric Carbon Dioxide. Available:
https://www.esrl.noaa.gov/gmd/ccgg/trends/. Accessed on: August 29,
2019.
Newsom, Gavin. 2019. California and Major Automakers Reach Groundbreaking
Framework Agreement on Clean Emission Standards. Available:
https://www.gov.ca.gov/2019/07/25/california-and-major-automakers-
APPENDIX B: REFERENCES
B-4
reach-groundbreaking-framework-agreement-on-clean-emission-
standards/. Accessed on: August 29, 2019.
Northwest Energy Efficiency Alliance (NEEA). 2012. 2011 Water Heater Market
Update. Available:
https://neea.org/img/uploads/2011WaterHeaterMarketUpdateA273DBB87
CA3.pdf. Accessed on: August 29, 2019.
Plumer, Brad. Vox. 2017. Trump’s big new executive order to tear up Obama’s
climate policies, explained. Available: https://www.vox.com/energy-and-
environment/2017/3/27/14922516/trump-executive-order-climate.
Accessed on: August 29, 2019.
Roberts, David. Vox. 2019. The 6 things you most need to know about Trump’s
new climate plan. Available: https://www.vox.com/science-and-
health/2019/8/19/20812243/trump-epa-climate-plan-ace-cpp-6-things.
Accessed on: August 29, 2019.
Sanitation Districts of Los Angeles County. 2016. San Jose Creek Water
Reclamation Plant NPDES Annual Monitoring Report, NPDES No.
CA0053911.
Southern California Edison (SCE). 2019. Go Electric, Get a Rebate. Available:
https://evrebates.sce.com/. Accessed on: August 29, 2019.
United States Environmental Protection Agency. 2016. Climate Change
Indicators in the United States. Available: https://www.epa.gov/climate-
indicators/downloads-indicators-report. Accessed on: September 5, 2019.
United States Environmental Protection Agency. 2018. “Sources of Greenhouse
Gas Emissions.” Available: https://www.epa.gov/ghgemissions/sources-
greenhouse-gas-emissions. Accessed on: August 29, 2019.
USEPA. 2016. Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2014.
Available: https://www.epa.gov/ghgemissions/inventory-us-greenhouse-
gas-emissions-and-sinks-1990-2014. Accessed on: January 30, 2019.
USEPA. 2016. Climate Change, Health, and Environmental Justice. Available:
https://www.cmu.edu/steinbrenner/EPA%20Factsheets/ej-health-climate-
change.pdf. Accessed on: August 30, 2019.
Walnut Valley Water District (WVWD). 2016. 2015 Urban Water Management
Plan. Available: https://www.wvwd.com/wp-
content/uploads/2018/08/201520UWMP.pdf. Accessed on: March 23,
2018.
Appendix C
Applicable General
Plan Policies
Pedestrian Improvements and Increased Connectivity
LU-G-2. Encourage compact growth and prioritize infill development to
preserve existing large blocks of natural open space within the City
and Sphere of Influence including Tonner Canyon and Tres
Hermanos Ranch; and enhance community character, optimize city
infrastructure investments, provide pedestrian- and bicycle-friendly
neighborhoods, and enhance economic vitality.
LU-G-14. Foster development of nodes or clusters of mixed-use centers to
promote city and neighborhood identity, improve accessibility to
stores, parks, natural open spaces, and services, and promote
walkable, pedestrian-scaled retail and dining destinations.
LU-G-22. Promote and support the commercial area on both sides of
Diamond Bar Boulevard from Golden Springs Drive to SR-60 as a
vibrant, pedestrian-oriented Town Center that serves as Diamond
Bar's primary specialty retail and dining destination and is accessible
to all Diamond Bar residents.’
LU-G-23. Ensure an inviting and comfortable public realm to encourage
pedestrian activity in the Town Center area.
LU-P-9. Incorporate architectural and landscape design features in new
development that create more pedestrian-friendly neighborhoods,
such as orientation to the street; set-back, or detached garages;
tree-lined streets; and landscaped parkways between streets and
sidewalks.
LU-P-14. Improve vehicular accessibility, traffic flow, and parking availability
as well as pedestrian and bicycle access and amenities within office,
commercial, and industrial areas.
APPENDIX C: APPLICABLE GENERAL PLAN POLICIES
C-2
LU-P-17. Promote site designs that create active street frontages and
introduce pedestrian-scaled street networks and street designs.
LU-P-24. Buildings located along corridors should be designed to face the
street and define the public realm with a mix of building patterns,
ground floor transparency for commercial uses, and pedestrian-
oriented elements such as building entrances and public outdoor
spaces.
LU-P-26. Maximize multi-modal (transit, automobile, cycling, and pedestrian)
connections to other destinations in Diamond Bar, such as schools,
parks, job centers, and community gathering spaces like the Town
Center by:
a. Filling gaps in and expanding and/or upgrading the bikeway
network to ensure safe and efficient bicycle mobility. Gaps that
could be addressed in this area include the northern ends of
Diamond Bar Boulevard and Golden Springs Drive.
b. Improving pedestrian comfort and safety by implementing
traffic calming measures on Diamond Bar Boulevard between
Temple Avenue and Sunset Crossing Road, providing shading
through the addition of street trees along Diamond Bar
Boulevard and Sunset Crossing Road, and encouraging
pedestrian-oriented elements on buildings and street furniture
on Diamond Bar Boulevard.
LU-P-30. Ensure that building frontages and streetscaping define the public
realm and encourage pedestrian activity and comfort with a mix of
building patterns, ground floor transparency for commercial uses,
and pedestrian-oriented elements such as building entrances and
public outdoor spaces.
LU-P-31. Promote convenient, attractive, and safe pedestrian, bicycle, and
transit connections between the Transit-Oriented Mixed Use
neighborhood and surrounding neighborhoods and other
destinations within Diamond Bar such as schools, the Town Center,
and parks.
LU-P-36. Prioritize and support renovation, infill, and reuse of the existing
commercial center. Require, where appropriate, redesign and
modernization of architectural treatment and the introduction of
finer-grained pedestrian network, as well as utilization of parking lots
to create central gathering spaces and make the Town Center more
pedestrian-friendly.
LU-P-37. Utilize buildings and streetscapes to define the public realm and
encourage pedestrian activity and comfort.
DIAMOND BAR CLIMATE ACTION PLAN
C-3
To further promote these objectives, incorporate attractive
landscaping elements and usable outdoor green paces, and
discourage new drive through uses.
LU-P-40. Study, as necessary, the implementation of safe pedestrian
connectivity between the north and south sections of the Town
Center Mixed-Use project site and at Lorbeer Middle School.
Potential strategies for achieving safe pedestrian connectivity may
include traffic calming measures along the roadways, crosswalk
visibility improvements, ensuring adequate time for walk signals,
refuge islands, bulb-outs, bridges, and others.
LU-P-41. Maximize accessibility for transit, automobiles, cyclists, and
pedestrians to the Town Center from surrounding neighborhoods,
the Metrolink station, and other Diamond Bar destinations.
LU-P-45. Prepare a master plan or specific plan for any future development
within the Community Core Overlay area that creates mixed-use,
pedestrian-oriented community and regional destination.
Approximately 100 acres north of Grand Avenue is to support a park
or consolidated golf course along with additional community or
civic uses. The southern portion is to accommodate a mix of uses
emphasizing destination and specialty retail, dining, and
entertainment, including opportunities for residential, hospitality, and
community and civic uses.
LU-P-46. Where appropriate, require development to provide courtyards and
plazas, public art, and landscaped open spaces and pathways
between buildings that promote safe and convenient pedestrian
movement.
LU-P-47. Buildings should be designed to define the public realm and
promote sidewalk activity and neighborhood interaction in public
spaces.
LU-P-48. Create a fine-grained (shorter blocks), pedestrian-scaled street
network, and require buildings and streetscapes to encourage
pedestrian activity and comfort.
LU-P-49. Promote convenient, attractive, and safe pedestrian, bicycle, and
transit connections both within the Community Core area and
between the Community Core and surrounding neighborhoods and
other destinations within Diamond Bar.
APPENDIX C: APPLICABLE GENERAL PLAN POLICIES
C-4
LU-P-50. Where practicable, consolidate and locate parking in a manner
that encourages pedestrian activity. Avoid expanses of surface
parking (see Chapter 3, Community Character and Placemaking).
LU-P-51. Provide streetscape and intersection improvements along Golden
Springs Drive to enhance comfort and safety for all modes of travel
and increase accessibility to and from surrounding areas.
ED-P-9. Promote the use of multi-modal connections to serve commercial
and office uses within Diamond Bar, thereby enhancing transit, ride-
sharing, pedestrian, and bicycle infrastructure opportunities, and
reducing automobile congestion within the City.
CC-G-1. Foster and maintain a distinctive city identity that values the
community’s “country living” character by preserving the city’s
open spaces, physical features, and environmental resources, and
focusing new development into accessible, pedestrian-oriented
areas integrated with existing neighborhoods, augmented with
parks, and connected by an attractive and safe street network.
CC-G-2. Encourage development within mixed-use areas that is inviting to
pedestrians, promotes community interaction and activity, and
contributes to an engaging street environment.
CC-G-3. Encourage rehabilitation and façade improvements of existing
commercial centers to ensure commercial vitality and pedestrian-
oriented design.
CC-G-4. Preserve the scale and character of existing residential
neighborhoods and ensure sensitive transitions between densities
and uses.
CC-G-5. Provide an expanded pedestrian and bicycle infrastructure network
to improve connectivity throughout the city where topography and
technology permit.
CC-G-12. Establish an inviting and comfortable public realm that encourages
pedestrian activity in the Town Center focus area.
CC-G-13. Establish a new pedestrian-oriented "Main Street" within the Town
Center focus area lined with retail uses.
CC-G-17. Create a new master-planned destination with vibrant, mixed-use,
pedestrian oriented uses for the community and region.
CC-P-4. Continue to support community identity with streetscape
improvement and beautification projects in both existing residential
DIAMOND BAR CLIMATE ACTION PLAN
C-5
areas and commercial centers, as well as new mixed-use areas that
incorporate unified landscaping and pedestrian amenities.
Amenities should include seating, bus shelters, pedestrian safety
treatments such as sidewalk bulb-outs and widening and improved
crosswalks, and city-branded decorative elements such as street
lighting, concrete pavers, tree grates, and theme rails.
CC-P-7. Ensure that new development provides an integrated pattern of
roadways, bicycle routes and paths, and pedestrian connections
within and between neighborhoods that are safe, comfortable, and
accessible sidewalks for people of all ages and abilities.
CC-P-9. Encourage pedestrian orientation in mixed-use development using
a variety of site planning and architectural strategies, such as
locating and orienting buildings to street frontages, plazas, or
pedestrian paseos; providing visual transparency through
fenestration; entries and arcades close to the street edge and
sidewalk; and/or incorporating porches, patios, or outdoor spaces
that overlook or interact with front yards or sidewalks.
CC-P-15. Where public space fronts the sidewalk, ensure that it is primarily
open and free of walls or other obstructions (not including trees,
lights, and steps). Use landscaping strategically to identify
pedestrian entrances and articulate edges for plazas and
courtyards.
CC-P-18. As large vacant or underutilized sites are developed or
redeveloped, maximize multi-modal accessibility with fine-grained
street networks and walkable block sizes. Generally limit new block
sizes to a maximum of about 400 feet in length. Mid-block plazas or
alleys may be considered if the intent is to ensure fine-grained
patterns where pedestrian access can be accommodated in
intervals no more than 400 feet apart.
CC-P-19. Through development review, ensure that new development
provides an integrated pattern of streets and pedestrian paths with
connections within and between neighborhoods.
CC-P-20. Create pedestrian-and bicycle-only pathways to enhance
neighborhood interconnectivity where street connections are
limited due to existing cul-de-sac or dead-end conditions, grade
separation, property ownership, or topographical challenges.
CC-P-21. Site plans should be designed to create pedestrian-oriented
neighborhoods that follow these guidelines:
a. Buildings should be oriented to the street;
APPENDIX C: APPLICABLE GENERAL PLAN POLICIES
C-6
b. Garages and parking areas should be screened and/or located
at the side or rear of properties wherever possible; and
c. Landscaping, sidewalk conditions, and other streetscape
elements should be improved during rehabilitation and new
construction.
CC-P-29. Promote the revitalization of existing commercial centers by
encouraging property owners to maintain and improve the
appearance of individual buildings and commercial centers
through building façade improvements, landscaping, and
pedestrian improvements.
CC-P-31. Ensure that commercial uses are designed to incorporate ground
floor transparency and pedestrian activity.
CC-P-38. Enhance the pedestrian experience along the east side of Diamond
Bar Boulevard within the Neighborhood Mixed Use area with
widened sidewalks, shade trees, and pedestrian amenities such as
street furniture, attractive paving, pedestrian-scaled lighting, and
landscape buffers. Front setbacks should function as an extension of
the sidewalk, with publicly-accessible and usable open space.
CC-P-39. Enhance pedestrian comfort on the west side of North Diamond Bar
Boulevard through enhanced landscaping and improved fencing.
CC-P-42. Prioritize retail and other uses that promote pedestrian activity on the
ground floor of buildings.
CC-P-44. As the Town Center redevelops, enhance pedestrian connectivity
throughout the district through the incorporation of a new "Main
Street" within the western portion of the focus area that is off of or set
back from Diamond Bar Boulevard.
CC-P-45. The design of new development should be pedestrian-oriented, with
the majority of building frontages located at the new street edge
and with entrances located along the roadway or along pedestrian
pathways or public spaces.
CC-P-50. Where possible, above-grade parking structures should be wrapped
with pedestrian uses where they front onto active streets. If active
uses are not feasible, frontages should be architecturally attractive.
This may include unique designs and materials such as glass,
articulated masonry, murals, or landscaping setbacks.
CC-P-51. Enhance the pedestrian experience along Diamond Bar Boulevard
within the Town Center area with widened sidewalks, shade trees,
DIAMOND BAR CLIMATE ACTION PLAN
C-7
and pedestrian amenities such as street furniture, attractive paving,
pedestrian-scaled lighting, and landscape buffers.
CC-P-54. Encourage all new development within a quarter-mile radius of the
transit facilities to focus building design, massing, and landscaping
toward the pedestrian experience through:
a. Limiting block lengths between streets generally to a maximum
of 400 feet, and encouraging four-way intersections;
b. Providing space for enhanced pedestrian connections such as
internal semi-public pathways;
c. Building design that focuses on street-orientation;
d. Extensive landscaping and street trees;
e. Pedestrian furniture and site elements (for example, benches and
trash receptacles);
f. Street lighting; and
g. Wayfinding signage.
CC-P-56. Provide high-visibility pedestrian and bicycle connections to the
Metrolink station, making use of existing infrastructure that connects
South Brea Canyon Road to the station.
CC-P-57. Promote the pedestrian comfort and safety of crosswalks along
South Brea Canyon Road and South Lemon Avenue.
CC-P-58. Enhance the pedestrian experience along South Brea Canyon Road
within the Transit-Oriented Mixed Use area with widened sidewalks,
shade trees, and pedestrian amenities such as street furniture,
attractive paving, and pedestrian scaled lighting, where feasible.
CC-P-62. Create a fine-grained pedestrian-scaled street network and ensure
that buildings and streetscapes to encourage pedestrian activity
and comfort.
CC-P-63. Parking should be consolidated and located in a manner that
encourages pedestrian activity. Avoid expanses of surface parking.
CC-P-64. Provide streetscape and intersection improvements along Golden
Springs Drive to enhance comfort and safety for all modes of travel
and increase accessibility to and from surrounding areas.
CR-G-3. Strive to achieve a finer grained network of streets and
pedestrian/bicycle connections as development occurs, especially
in focus areas such as the Transit-Oriented, Neighborhood, Town
Center, and Community Core mixed-use areas.
APPENDIX C: APPLICABLE GENERAL PLAN POLICIES
C-8
CR-G-11. Expand and strengthen existing pedestrian and cyclist network and
facilities.
CR-G-12. Improve safety and accessibility for pedestrians and cyclists.
CR-P-1. When redesigning streets, plan for the needs of different modes by
incorporating elements such as shade for pedestrians, safe
pedestrian-friendly crossings/intersections, lighting at the pedestrian
scale, bike lanes, signage visible to relevant modes, transit amenities,
etc.
CR-P-2. Promote new street designs and efforts to retrofit existing streets in
residential neighborhoods minimize traffic volumes and/or speed as
appropriate without compromising connectivity for emergency
vehicles, bicycles, pedestrians, and users of mobility devices.
CR-P-3. Plan for and provide new connections within the Transit-Oriented,
Neighborhood, Town Center, and Community Core mixed-use areas
to create finer grained, pedestrian-scaled circulation networks that
support the development of connected and accessible
neighborhoods. Connections should facilitate the use of alternatives
to single-occupancy vehicles, such as walking, bicycling, and transit
by improving the safety and accessibility of those modes.
CR-P-4. Develop traffic calming strategies for Diamond Bar Boulevard
between Temple Avenue and Golden Springs Drive in order to
provide a safe and comfortable pedestrian-friendly environment
along and through the Neighborhood Mixed Use and Town Center
Mixed Use areas.
CR-P-9. Develop a plan for managing limited curb space throughout the
City’s commercial, mixed-use, and higher density areas to
accommodate efficient package and food deliveries; delivery of
goods to restaurants/retail; pick-up/drop-off of passengers by transit,
taxis, and on-demand shared ride services; and the safe movement
of pedestrians and bicyclists.
CR-P-14. Prioritize pedestrian movement and safety—through wider
sidewalks, more frequent pedestrian crossings, sidewalk bulbouts,
median pedestrian refuges etc.—rather than LOS in Community
Character Priority Areas, which are areas designated for higher
density mixed-use development in the General Plan.
CR-P-30. Use Figure 4-2: Proposed Bicycle Network as the overall guide for
undertaking bikeway and pedestrian improvements in the
community, with the Parks and Recreation Master Plan providing a
more detailed implementation strategy.
DIAMOND BAR CLIMATE ACTION PLAN
C-9
CR-P-32. Promote pedestrian and bicycle connectivity in existing residential
neighborhoods, utility easements, and/or flood control channels,
including connections through cul-de-sacs to other streets or
community facilities where feasible.
CR-P-33. Ensure that new development integrates with Diamond Bar’s bicycle
and pedestrian networks by requiring developers to provide
sidewalks and bicycle infrastructure on local streets.
CR-P-35. Develop bicycle and pedestrian facility standards for pavement
design, signage, and roadway and intersection striping for each
functional roadway classification, so streets are accessible by all
users and modes.
CR-P-36. Where appropriate, plant street trees and provide landscaping
along major pedestrian and bicycle routes to provide shade and
barriers between cyclists and motorists, as well as enhance
aesthetics.
CR-P-39. Ensure a safe environment for pedestrians and cyclists while allowing
for local traffic to access freeways in the Neighborhood Mixed Use
area through the following strategies:
a. Widening sidewalks, providing planting strips between sidewalks
and streets and providing pedestrian amenities such as shade
trees and street furniture along Diamond Bar Boulevard;
b. Implementing traffic calming measures such as reduced vehicle
speeds, striping and signage along Diamond Bar Boulevard;
c. Buffering bike lanes along Diamond Bar Boulevard;
d. Enhancing pedestrian crossings at the intersection of Diamond
Bar Boulevard and Sunset Crossing Road, at Diamond Bar
Boulevard and Highland Valley Road, and at Diamond Bar
Boulevard and the SR-60 on/off ramps; and
e. Incorporating multi-use pathways internal to new development
and connecting to existing development.
CR-P-40. Provide for a vibrant Town Center that encourages pedestrian
activity and comfort within the Town Center Mixed Use area while
accommodating through traffic along Diamond Bar Boulevard
through the following strategies:
a. Establishing a new pedestrian-oriented main street or pedestrian
pathway in the Town Center;
b. Enhancing the pedestrian experience along Diamond Bar
Boulevard within the Town Center area with widened sidewalks,
shade trees, and pedestrian amenities such as street furniture,
APPENDIX C: APPLICABLE GENERAL PLAN POLICIES
C-10
attractive paving, pedestrian-scaled lighting, and landscape
buffers;
c. Buffering bike lanes along Diamond Bar Boulevard;
d. Improving crosswalks at the intersection of Diamond Bar
Boulevard and Palomino Drive, at Diamond Bar Boulevard and
Golden Springs Drive, and where Diamond Bar Boulevard
intersects with the driveway to the Town Center; and
e. Strengthening cyclist and pedestrian connections between the
Town Center area and nearby schools to provide safe and
convenient routes to the Town Center for students by identifying
barriers such as safety hazards and gaps in the bicycle and
pedestrian networks and implementing improvements to address
those barriers.
f. address those barriers.
CR-P-41. Promote a fine-grained network of safe pedestrian, bicycle, and
vehicle connections in the Transit Oriented Mixed-Use area,
emphasizing connectivity to the Metrolink station through the
following strategies:
a. Improving crosswalks along Brea Canyon Road and Lemon
Avenue;
b. Enhancing the pedestrian experience along South Brea Canyon
Road within the Transit Oriented Mixed Use area with widened
sidewalks, shade trees, and pedestrian amenities such as street
furniture, attractive paving, and pedestrian-scaled lighting,
where feasible;
c. Providing high-visibility pedestrian and bicycle connections to
the Metrolink station;
d. Incorporating multi-use pathways internal to new development
and connecting to existing development; and
e. Studying the potential for shuttle, bikeshare, and/or other
linkages to improve the convenience of travel within the mixed-
use area.
CR-P-44. Enhance bicycle and pedestrian safety and comfort where feasible
through means such as:
a. Introducing bicycle- and pedestrian-level street lighting to
improve safety at night;
b. Furnishing intersections with crosswalks on all legs of the
intersection;
c. Improving pedestrian safety with intersection design features
such as improved signal timing, sidewalk bulb-outs, pedestrian
refuge islands with “noses” that extend past the crosswalks,
DIAMOND BAR CLIMATE ACTION PLAN
C-11
advance vehicle stop bars, high visibility crosswalk striping or
decorative paving;
d. Improving bicycle safety with intersection design features such as
bicycle detection and signalization, painted bike boxes, and
intersection crossing markings;
e. Widening sidewalks, providing planting strips between sidewalks
and streets and providing pedestrian amenities such as shade
trees and street furniture; and
f. Implementing traffic calming measures to reduce vehicle speeds
and congestion.
CR-P-45. Routinely review pedestrian and cyclist collision data for type,
location, severity, and cause, and develop strategies to prevent
these collisions.
CR-P-49. Create additional pedestrian, bus, and bikeway connections to the
Metrolink station to address first- and last-mile (FMLM) connectivity
and make it easier to travel to between the station and surrounding
neighborhoods.
CHS-G-2. Achieve more walkable, livable neighborhoods by expanding the
multi-modal transportation system and creating a safe, pedestrian-
oriented environment.
CHS-P-2. As resources become available and appropriated through the
municipal budget process, improve signs directing residents and
visitors to public parks and recreational facilities from all parts of the
community. Integrate parks and recreation signage with bikeway
and pedestrian-oriented signage systems throughout Diamond Bar.
CHS-P-4. Remove barriers and improve multi-modal mobility throughout the
City for all community members by supporting transit, pedestrian,
and bicycle connections between residential neighborhoods and
major destinations, including parks, civic facilities, school campuses,
other educational institutions, employment centers, shopping
destinations, parks, and recreation areas, where appropriate.
CHS-P-40. Require the inclusion, where feasible, of provisions for energy-
efficient modes of transportation and fixed facilities that establish
public transit, bicycle, and pedestrian modes as safe, efficient, and
desirable alternatives.
Bikeway System Improvements
LU-P-14. Improve vehicular accessibility, traffic flow, and parking availability
as well as pedestrian and bicycle access and amenities within office,
commercial, and industrial areas.
APPENDIX C: APPLICABLE GENERAL PLAN POLICIES
C-12
LU-P-26. Maximize multi-modal (transit, automobile, cycling, and pedestrian)
connections to other destinations in Diamond Bar, such as schools,
parks, job centers, and community gathering spaces like the Town
Center by:
c. Filling gaps in and expanding and/or upgrading the bikeway
network to ensure safe and efficient bicycle mobility. Gaps that
could be addressed in this area include the northern ends of
Diamond Bar Boulevard and Golden Springs Drive.
d. Improving pedestrian comfort and safety by implementing
traffic calming measures on Diamond Bar Boulevard between
Temple Avenue and Sunset Crossing Road, providing shading
through the addition of street trees along Diamond Bar
Boulevard and Sunset Crossing Road, and encouraging
pedestrian-oriented elements on buildings and street furniture
on Diamond Bar Boulevard.
LU-P-31. Promote convenient, attractive, and safe pedestrian, bicycle, and
transit connections between the Transit-Oriented Mixed Use
neighborhood and surrounding neighborhoods and other
destinations within Diamond Bar such as schools, the Town Center,
and parks.
LU-P-49. Promote convenient, attractive, and safe pedestrian, bicycle, and
transit connections both within the Community Core area and
between the Community Core and surrounding neighborhoods and
other destinations within Diamond Bar.
ED-P-9. Promote the use of multi-modal connections to serve commercial
and office uses within Diamond Bar, thereby enhancing transit, ride-
sharing, pedestrian, and bicycle infrastructure opportunities, and
reducing automobile congestion within the City.
CC-G-5. Provide an expanded pedestrian and bicycle infrastructure network
to improve connectivity throughout the city where topography and
technology permit.
CC-P-7. Ensure that new development provides an integrated pattern of
roadways, bicycle routes and paths, and pedestrian connections
within and between neighborhoods that are safe, comfortable, and
accessible sidewalks for people of all ages and abilities.
CC-P-20. Create pedestrian-and bicycle-only pathways to enhance
neighborhood interconnectivity where street connections are
limited due to existing cul-de-sac or dead-end conditions, grade
separation, property ownership, or topographical challenges.
DIAMOND BAR CLIMATE ACTION PLAN
C-13
CC-P-56. Promote pedestrian and bicycle connections to the Metrolink
station, making use of existing infrastructure that connects South
Brea Canyon Road to the station.
CR-G-2. Maintain a street classification system that considers the broad role
of streets as corridors for movement but also reflects a Complete
Streets concept that enables safe, comfortable, and attractive
access for pedestrians, bicyclists, motorists, and transit users of all
ages and abilities, in a form that is compatible with and
complementary to adjacent land uses, including neighborhood
schools.
CR-G-3. Strive to achieve a finer grained network of streets and
pedestrian/bicycle connections as development occurs, especially
in focus areas such as the Transit-Oriented, Neighborhood, Town
Center, and Community Core mixed-use areas.
CR-G-11. Expand and strengthen existing pedestrian and cyclist network and
facilities.
CR-P-3. Plan for and provide new connections within the Transit-Oriented,
Neighborhood, Town Center, and Community Core mixed-use areas
to create finer grained, pedestrian-scaled circulation networks that
support the development of connected and accessible
neighborhoods. Connections should facilitate the use of alternatives
to single-occupancy vehicles, such as walking, bicycling, and transit
by improving the safety and accessibility of those modes.
CR-P-30. Use Figure 4-2: Proposed Bicycle Network as the overall guide for
undertaking bikeway and pedestrian improvements in the
community, with the Parks and Recreation Master Plan providing a
more detailed implementation strategy.
CR-P-31. Update the Parks and Recreation Master Plan using community input
and best practices to identify bicycle infrastructure needs such as
gaps in the network, prioritize facilities and improvements, and
identify funding for proposed facilities. Review and update the plan
as necessary.
CR-P-32. Promote pedestrian and bicycle connectivity in existing residential
neighborhoods, utility easements, and/or flood control channels,
including connections through cul-de-sacs to other streets or
community facilities where feasible.
CR-P-33. Ensure that new development integrates with Diamond Bar’s bicycle
and pedestrian networks by requiring developers to provide
sidewalks and bicycle infrastructure on local streets.
APPENDIX C: APPLICABLE GENERAL PLAN POLICIES
C-14
CR-P-34. As opportunities arise, collaborate with neighboring jurisdictions and
colleges such as Cal Poly Pomona and Mt. San Antonio College to
establish a safe and efficient bicycle route between Diamond Bar
and these institutions.
CR-P-35. Develop bicycle and pedestrian facility standards for pavement
design, signage, and roadway and intersection striping for each
functional roadway classification, so streets are accessible by all
users and modes.
CR-P-36. Where appropriate, plant street trees and provide landscaping
along major pedestrian and bicycle routes to provide shade and
barriers between cyclists and motorists, as well as enhance
aesthetics.
CR-P-39. Ensure a safe environment for pedestrians and cyclists while allowing
for local traffic to access freeways in the Neighborhood Mixed Use
area through the following strategies:
a. Widening sidewalks, providing planting strips between sidewalks
and streets and providing pedestrian amenities such as shade
trees and street furniture along Diamond Bar Boulevard;
b. Implementing traffic calming measures such as reduced vehicle
speeds, striping and signage along Diamond Bar Boulevard;
c. Buffering bike lanes along Diamond Bar Boulevard;
d. Enhancing pedestrian crossings at the intersection of Diamond
Bar Boulevard and Sunset Crossing Road, at Diamond Bar
Boulevard and Highland Valley Road, and at Diamond Bar
Boulevard and the SR-60 on/off ramps; and
e. Incorporating multi-use pathways internal to new development
and connecting to existing development.
CR-P-40. Provide for a vibrant Town Center that encourages pedestrian
activity and comfort within the Town Center Mixed Use area while
accommodating through traffic along Diamond Bar Boulevard
through the following strategies:
a. Establishing a new pedestrian-oriented main street or pedestrian
pathway in the Town Center;
b. Enhancing the pedestrian experience along Diamond Bar
Boulevard within the Town Center area with widened sidewalks,
shade trees, and pedestrian amenities such as street furniture,
attractive paving, pedestrian-scaled lighting, and landscape
buffers;
c. Buffering bike lanes along Diamond Bar Boulevard;
DIAMOND BAR CLIMATE ACTION PLAN
C-15
d. Improving crosswalks at the intersection of Diamond Bar
Boulevard and Palomino Drive, at Diamond Bar Boulevard and
Golden Springs Drive, and where Diamond Bar Boulevard
intersects with the driveway to the Town Center; and
e. Strengthening cyclist and pedestrian connections between the
Town Center area and nearby schools to provide safe and
convenient routes to the Town Center for students by identifying
barriers such as safety hazards and gaps in the bicycle and
pedestrian networks and implementing improvements to address
those barriers.
f. address those barriers.
CR-P-41. Promote a fine-grained network of safe pedestrian, bicycle, and
vehicle connections in the Transit Oriented Mixed-Use area,
emphasizing connectivity to the Metrolink station through the
following strategies:
f. Improving crosswalks along Brea Canyon Road and Lemon
Avenue;
g. Enhancing the pedestrian experience along South Brea Canyon
Road within the Transit Oriented Mixed Use area with widened
sidewalks, shade trees, and pedestrian amenities such as street
furniture, attractive paving, and pedestrian-scaled lighting,
where feasible;
h. Providing high-visibility pedestrian and bicycle connections to
the Metrolink station;
i. Incorporating multi-use pathways internal to new development
and connecting to existing development; and
j. Studying the potential for shuttle, bikeshare, and/or other
linkages to improve the convenience of travel within the mixed-
use area.
CR-P-43. When planning capital improvement programs, ensure that projects
incorporate measures that strengthen the protection of cyclists in
bike lanes by implementing improvements such as increasing
visibility of lane markings and signage, increasing bike lane widths,
raising lanes, designing safer intersection crossings and turns, and
buffering lanes from traffic wherever feasible, prioritizing bicycle
lanes along arterials.
CR-P-44. Enhance bicycle and pedestrian safety and comfort where feasible
through means such as:
g. Introducing bicycle- and pedestrian-level street lighting to
improve safety at night;
APPENDIX C: APPLICABLE GENERAL PLAN POLICIES
C-16
h. Furnishing intersections with crosswalks on all legs of the
intersection;
i. Improving pedestrian safety with intersection design features
such as improved signal timing, sidewalk bulb-outs, pedestrian
refuge islands with “noses” that extend past the crosswalks,
advance vehicle stop bars, high visibility crosswalk striping or
decorative paving;
j. Improving bicycle safety with intersection design features such as
bicycle detection and signalization, painted bike boxes, and
intersection crossing markings;
k. Widening sidewalks, providing planting strips between sidewalks
and streets and providing pedestrian amenities such as shade
trees and street furniture; and
l. Implementing traffic calming measures to reduce vehicle speeds
and congestion.
CR-P-49. Create additional pedestrian, bus, and bikeway connections to the
Metrolink station to address first- and last-mile (FMLM) connectivity
and make it easier to travel to between the station and surrounding
neighborhoods.
CR-P-67. Ensure that trucks do not interfere with cyclist or pedestrian activity
by:
a. Incorporating off-street or buffered bike lanes and walking paths
where truck routes overlap with bicycle routes or streets with
heavy pedestrian traffic; and
b. Designing driveways and curb cuts to avoid maneuvering on
sidewalks or in street traffic, while also facilitating the safe and
efficient movement of trucks.
Traffic Calming
LU-P-26. Maximize multi-modal (transit, automobile, cycling, and pedestrian)
connections to other destinations in Diamond Bar, such as schools,
parks, job centers, and community gathering spaces like the Town
Center by:
a. Filling gaps in and expanding and/or upgrading the bikeway
network to ensure safe and efficient bicycle mobility. Gaps that
could be addressed in this area include the northern ends of
Diamond Bar Boulevard and Golden Springs Drive.
b. Improving pedestrian comfort and safety by implementing
traffic calming measures on Diamond Bar Boulevard between
Temple Avenue and Sunset Crossing Road, providing shading
through the addition of street trees along Diamond Bar
Boulevard and Sunset Crossing Road, and encouraging
DIAMOND BAR CLIMATE ACTION PLAN
C-17
pedestrian-oriented elements on buildings and street furniture
on Diamond Bar Boulevard.
CR-G-5. Develop neighborhood streets and alleys that encourage walking,
biking, and outdoor activity through engineering and urban design
principles that reduce the potential for speeding and cut-through
traffic, which may include traffic calming measures.
CR-P-4. Develop traffic calming strategies for Diamond Bar Boulevard
between Temple Avenue and Golden Springs Drive in order to
provide a safe and comfortable pedestrian-friendly environment
along and through the Neighborhood Mixed Use and Town Center
Mixed Use areas.
CR-P-21. On an ongoing basis, examine opportunities to avoid delay,
spillover, or cut-through traffic onto Diamond Bar’s roadways
through techniques such as adaptive traffic control systems along
major corridors and traffic calming measures along cut-through
routes that would reduce speeds and discourage drivers from
electing to drive on them. Consider financial and technological
feasibility and community priorities to determine whether and how
strategies should be implemented.
CR-P-22. Implement traffic calming measures to slow traffic on local and
collector residential streets and prioritize these measures over
congestion management where appropriate and feasible.
CR-P-23. Maintain the integrity of existing residential areas and discourage
cut-through traffic by retaining cul-de-sacs and implementing other
traffic calming measures that promote safe driving at speeds
appropriate to the surrounding neighborhood, particularly at
Prospectors Road, Chaparral Drive, Sunset Crossing Road, Lycoming
Street, and Washington Street.
CR-P-39. Ensure a safe environment for pedestrians and cyclists while allowing
for local traffic to access freeways in the Neighborhood Mixed Use
area through the following strategies:
a. Widening sidewalks, providing planting strips between sidewalks
and streets and providing pedestrian amenities such as shade
trees and street furniture along Diamond Bar Boulevard;
b. Implementing traffic calming measures such as reduced vehicle
speeds, striping and signage along Diamond Bar Boulevard;
c. Buffering bike lanes along Diamond Bar Boulevard;
d. Enhancing pedestrian crossings at the intersection of Diamond
Bar Boulevard and Sunset Crossing Road, at Diamond Bar
APPENDIX C: APPLICABLE GENERAL PLAN POLICIES
C-18
Boulevard and Highland Valley Road, and at Diamond Bar
Boulevard and the SR-60 on/off ramps; and
e. Incorporating multi-use pathways internal to new development
and connecting to existing development.
CR-P-44. Enhance bicycle and pedestrian safety and comfort where feasible
through means such as:
a. Introducing bicycle- and pedestrian-level street lighting to
improve safety at night;
b. Furnishing intersections with crosswalks on all legs of the
intersection;
c. Improving pedestrian safety with intersection design features
such as improved signal timing, sidewalk bulb-outs, pedestrian
refuge islands with “noses” that extend past the crosswalks,
advance vehicle stop bars, high visibility crosswalk striping or
decorative paving;
d. Improving bicycle safety with intersection design features such as
bicycle detection and signalization, painted bike boxes, and
intersection crossing markings;
e. Widening sidewalks, providing planting strips between sidewalks
and streets and providing pedestrian amenities such as shade
trees and street furniture; and
f. Implementing traffic calming measures to reduce vehicle speeds
and congestion.
Electric Vehicle Infrastructure
CR-P-56. Encourage dedicated parking and charging stations for electric
vehicles.
RC-P-37. Seek grants and other external funding opportunities to convert the
City fleet to zero emissions vehicles over time and in a manner that
is fiscally neutral in comparison to conventional fuel vehicles.
CHS-P-41. Support the use of clean fuel and "climate friendly" vehicles in order
to reduce energy use, energy cost, and greenhouse gas emissions
by residents, businesses, and City government activities.
CHS-P-42. Seek funding and other assistance from the South Coast Air Quality
Management District for installation of electric vehicle charging
stations at appropriate locations throughout the City.
Parking Policies
DIAMOND BAR CLIMATE ACTION PLAN
C-19
LU-P-15. Encourage mixed-use development in infill areas by providing
incentives such as reduced parking requirements and/or
opportunities for shared parking.
LU-P-33. Amend the Development Code parking regulations to allow lower
parking minimums for developments with a mix of uses with different
peak parking needs, as well as developments that implement
enforceable residential parking demand reduction measures, such
as parking permit and car share programs.
LU-P-43. When updating the Development Code’s parking standards or
preparing specific plans, evaluate parking ratios for the Town Center
to balance the financial feasibility of development projects with the
provision of adequate parking for visitors. Coordinate with
developers and transit agencies to provide alternative modes of
transportation to allow for reduced parking requirements.
CC-P-26. Establish reduced minimum commercial parking requirements for all
development within new mixed-use land use designations. Reduced
parking requirements should be supported by proximity to transit,
shared parking, and technologies that, once mainstreamed, would
reduce the need for conventional parking layouts.
CC-P-49. Encourage reductions in surface parking and allow for the
development of consolidated parking structures, provided that they
are screened from view from Diamond Bar Boulevard and Golden
Springs Drive.
CR-G-14. Provide adequate parking for all land use types, while balancing this
against the need to promote walkable, mixed-use districts and
neighborhoods in targeted areas, and promoting ride-sharing and
alternative transportation modes.
CR-P-24. As opportunities arise, coordinate with local, regional, and State
agencies to encourage and support programs that reduce vehicle
miles traveled, such as preferential carpool and car share parking,
parking pricing, on-site childcare, flexible work schedules, subsidized
transit passes, and ridesharing.
CR-P-53. Update parking standards in the Development Code to ensure that
they are reflective of the community’s needs, using current data on
parking demand and taking into consideration demographics and
access to alternative modes of transportation.
CR-P-54. Incorporate criteria in the Development Code to allow reductions in
parking requirements in exchange for VMT reduction measures.
APPENDIX C: APPLICABLE GENERAL PLAN POLICIES
C-20
CR-P-56. Encourage dedicated parking and charging stations for electric
vehicles.
CR-P-57. Develop incentives to encourage carpooling, such as preferential
parking for high-occupancy vehicles.
Transportation Improvements
LU-G-4. Locate new residential growth in or adjacent to mixed-use centers
and transit stations to support regional and statewide efforts to
encourage sustainable land use planning and smart growth
principles.
LU-G-9. Provide for the concentration of office and commercial uses near
regional access routes, transit stations, and existing and proposed
employment centers.
LU-G-19. Leverage the proximity of the City of Industry Metrolink station and
Foothill Transit facility to create an engaging, compact, mixed-use
neighborhood that encourages multi-modal transportation and
responds to a diversity of housing needs.
LU-P-26. Maximize multi-modal (transit, automobile, cycling, and pedestrian)
connections to other destinations in Diamond Bar, such as schools,
parks, job centers, and community gathering spaces like the Town
Center by:
a. Filling gaps in and expanding and/or upgrading the bikeway
network to ensure safe and efficient bicycle mobility. Gaps that
could be addressed in this area include the northern ends of
Diamond Bar Boulevard and Golden Springs Drive.
b. Improving pedestrian comfort and safety by implementing
traffic calming measures on Diamond Bar Boulevard between
Temple Avenue and Sunset Crossing Road, providing shading
through the addition of street trees along Diamond Bar
Boulevard and Sunset Crossing Road, and encouraging
pedestrian-oriented elements on buildings and street furniture
on Diamond Bar Boulevard.
LU-P-31. Promote convenient, attractive, and safe pedestrian, bicycle, and
transit connections between the Transit-Oriented Mixed Use
neighborhood and surrounding neighborhoods and other
destinations within Diamond Bar such as schools, the Town Center,
and parks.
LU-P-49. Promote convenient, attractive, and safe pedestrian, bicycle, and
transit connections both within the Community Core area and
DIAMOND BAR CLIMATE ACTION PLAN
C-21
between the Community Core and surrounding neighborhoods and
other destinations within Diamond Bar.
ED-G-5. Support the use of Metrolink and local transit connections as a
means for non-residents to commute to employment opportunities
in Diamond Bar.
ED-P-9. Promote the use of multi-modal connections to serve commercial
and office uses within Diamond Bar, thereby enhancing transit, ride-
sharing, pedestrian, and bicycle infrastructure opportunities, and
reducing automobile congestion within the City.
CC-P-52. Highlight gateways and access to the transit facilities through
landscape and signage improvements.
CR-G-13. Maximize the availability, efficiency, and effectiveness of public
transit service.
CR-P-46. Where feasible, integrate transit nodes and connections with
adjacent existing and proposed developments and destinations—
such as employment centers, commercial centers, major
attractions, and public pedestrian spaces—to make them more
accessible to transit users.
CR-P-47. As opportunities arise, coordinate with Foothill Transit, Metrolink, and
other transit providers to incorporate real-time information systems
at transit stops so that passengers will know when their vehicle is
expected to arrive.
CR-P-48. As opportunities arise, work with Foothill Transit to maintain and
improve bus stops and shelters, as well as identify areas where
service can be improved or expanded to increase system use.
CR-P-49. Create additional pedestrian, bus, and bikeway connections to the
Metrolink station to address first- and last-mile (FMLM) connectivity
and make it easier to travel to between the station and surrounding
neighborhoods.
CR-P-50. As opportunities arise, coordinate with Metrolink and Union Pacific
Railroad (UPRR) to provide more frequent service at the City of
Industry station, including service for shorter trips, to increase the
convenience and use of transit.
CR-P-51. Support, where feasible, privately funded local transit systems that
are accessible for seniors, youths, and individuals with disabilities, to
ensure that all community members have the ability to travel while
decreasing congestion.
APPENDIX C: APPLICABLE GENERAL PLAN POLICIES
C-22
CR-P-52. In areas or on routes between destinations that have been
determined to be infeasible for public transit providers to serve,
explore the use of programs that subsidize the use of TNCs,
alternative transit services, or the City’s Diamond Ride program,
particularly for populations with special needs, such as seniors,
youths, or persons with disabilities, until such a time as mass transit
becomes feasible.
Appendix D
Potential Project Level GHG
Reduction Measures
In addition to the potential programmatic measures contained in this Climate
Action Plan, the following is a non-exclusive list of potential additional measures
that can be applied at the project level to reduce greenhouse gas emissions. It
should be noted that these measures are not essential for the City to meet its GHG
reduction targets, but are presented here for information purpose. Sources for
additional potential measures include those listed in CAPCOA’s “CEQA and
Climate Change, Evaluating and Addressing Greenhouse Gas Emissions from
Projects Subject to the California Environmental Quality Act (January 2008)” and
OPR’s “CEQA and Climate Change: Addressing Climate Change Through
California Environmental Quality Act (CEQA)”. Please see Appendix B for
complete references.
Renewable Energy
❖ Provide onsite renewable energy system(s). Nonpolluting and renewable
energy potential includes solar, wind, geothermal, low-impact hydro,
biomass and bio-gas strategies
❖ Include in new buildings facilities to support the use of low/zero carbon
fueled vehicles, such as the charging of electric vehicles from green
electricity sources
Green Building
❖ Meet recognized green building and energy efficiency benchmarks such
as LEED and ENERGY STAR
❖ Incorporate materials which are resource efficient, recycled, with long life
cycles and manufactured in an environmentally friendly way
APPENDIX D: POTENTIAL PROJECT LEVEL GHG MITIGATION MEASURES
D-2
Energy Efficiency
❖ Exceed Diamond Bar Green Building Code (Title 24) mandatory efficiency
requirements by 15% or more
❖ Install light colored “cool” roofs (e.g. Energy Star roofing) or other highly
reflective, highly emissive roofing materials
❖ Install a vegetated (“green”) roof that covers at least 50% of roof area
❖ Design project to maximize solar orientation (i.e., 75% or more building face
north or south; include roof overhangs that block high summer sun, but not
lower winter sun, from penetrating south-facing windows
❖ Plant trees and vegetation near structures to shade buildings and reduce
energy requirements for heating/cooling
❖ Install energy-reducing ceiling/whole-house fans
❖ Install energy efficient lighting (e.g., light emitting diodes (LEDs)), heating
and cooling systems, appliances, equipment, and control systems. (e.g.,
Energy Star)
❖ Install energy-reducing programmable thermostats that automatically
adjust temperature settings
Transportation
❖ Develop commute trip reduction plans that encourage employees who
commute alone to consider alternative transportation modes
❖ Create an online ridesharing program that matches potential carpoolers
immediately through email
❖ Provide fair-share funding of transportation improvements
❖ Provide shuttle service or public transit incentives such as transit passes to
decrease work-related auto trips
❖ Provide “end-of-trip” facilities including showers, lockers, and changing
space (nonresidential projects)
❖ Incorporate public transit into project design
❖ Incorporate bicycle lanes, routes and facilities into street systems, new
subdivisions, and large developments
❖ Provide amenities for non-motorized transportation, such as secure and
convenient bicycle parking
❖ Provide plentiful short- and long-term bicycle parking facilities
(nonresidential projects)
❖ Provide long-term bicycle parking is provided at apartment complexes or
condominiums without garages
DIAMOND BAR CLIMATE ACTION PLAN
D-3
❖ Create pedestrian (and/or bicycle) access network that internally links all
uses and connects to all existing/planned external streets and pedestrian
(and/or bicycle) facilities contiguous with the project site
❖ Provide a parking lot design that includes clearly marked and shaded
pedestrian pathways between transit facilities and building entrances
❖ Provide parking for EVs/CNG vehicles
❖ Install EV charging facilities
Water Conservation
❖ Install water-efficient fixtures and appliances such as low-flow fixtures, dual
flush toilets, and other water efficient appliances
❖ Install water-efficient irrigation systems and devices, such as soil moisture-
based irrigation controls and use water-efficient irrigation methods
❖ Implement low-impact development practices that maintain the existing
hydrology of the site to manage storm water and protect the environment
❖ Incorporate recycled/reclaimed water for landscape irrigation and other
non-potable water use needs
❖ Incorporate rain barrels and gray water systems for landscape irrigation
Landscaping
❖ Incorporate into landscapes drought resistant native trees, trees with low
emissions and high carbon sequestration potential
❖ Provide parking lot areas with 50% tree cover within 10 years of construction,
in particular low emitting, low maintenance, native drought resistant trees.
Reduces urban heat island effect
❖ Dedicate space for neighborhood gardening
❖ Establish an urban tree planting program
Solid Waste Measures
❖ Reuse and recycle construction and demolition waste (including, but not
limited to, soil, vegetation, concrete, lumber, metal, and cardboard)
❖ Provide interior and exterior storage areas for recyclables and green waste
and adequate recycling containers located in public areas
❖ Provide education and publicity about reducing waste and available
recycling services
APPENDIX D: POTENTIAL PROJECT LEVEL GHG MITIGATION MEASURES
D-4
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Appendix E
Diamond Bar City Council
Resolution No. 2019-10 –
Balanced Energy Solutions
A RESOLUTION OF THE CITY COUNCIL OF THE CITY
OF DIAMOND BAR SUPPORTING EFFORTS TO
MAINTAIN LOCAL CONTROL OF ENERGY SOLUTIONS
WHEREAS California's energy policies are critical to reducing greenhouse gas
emissions and reducing the impact of climate change; and
WHEREAS the state legislature and state agencies are increasingly proposing
new legislation and regulations eliminating choice of energy by mandating single source
technologies to power buildings and, public fleets, including transit, as a strategy to help
achieve the state's climate goals; and
WHEREAS the City of Diamond Bar, its residents and businesses, value local
control and the right to choose the policies and investments that most affordably and
efficiently enable them to comply with state requirements; and
WHEREAS, single source building and vehicle technology mandates eliminate
local control and customer choice, suppress innovation, reduce reliability and
unnecessarily increase costs for Diamond Bar residents and businesses; and
WHEREAS relying on a single energy delivery system unnecessarily increases
Vulnerabilities to natural and manmade disasters, and that a'diversity of energy delivery
systems and resources contribute to greater reliability and community resilience; and
WHEREAS the City of Diamond Bar is committed to doing its part to help the state
achieve its climate goals, but requires the flexibility to do so in a manner that best serves
the needs of its residents and businesses.
NOW, THEREFORE, BE IT RESOLVED, that the City Council of the City of
Diamond Bar does hereby support balanced energy solutions that provide local control
authority, and opposes proposed state legislation and policy that elinlinate such local
control or mandates single energy technologies, to achieve the state's climate goals.
PASSED, APPROVED, AND ADOPTED this 16th day of April, 2019.
Carol Herrera, Mayor
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2019-10
ATTEST:
I, Tommye A. Cribbins, City Clerk of the City of Diamond Bar, California, do hereby
certify that the foregoing Resolution was duly and regularly passed, approved and
adopted by the City Council of the City of Diamond Bar, California, at its Regular meeting
held on the 16th day of April 2019, by the following Roll Call vote:
AYES: COUNCILMEMBERS: Chou, Low, Lyons, MPT/Tye,
M/Herrera
NOES: COUNCILMEMBERS: None
ABSENT: COUNCILMEMBERS: None
ABSTAIN: COUNCILMEMBERS: None
Tommye . Cribbins, City Clerk
City of Diamond Bar
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2019-10
APPENDIX E: DIAMOND BAR CITY COUNCIL RESOLUTION NO. 2019-10 – BALANCED
ENERGY SOLUTIONS
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