Historical and Projected Regional GHG Emissions
The San Diego region has made significant progress towards reducing greenhouse gas (GHG) emissions since regional emissions tracking began in 2012, achieving a 35% emissions reduction from 2012 to 2022. Progress in the passenger vehicle and electricity sectors contributed most significantly to this reduction.
2022 GHG Emissions Key Facts
35%
Reduction in overall GHG emissions compared to 2012
34%
Reduction in GHG emissions from passenger vehicle compared to 2012
60%
Reduction in GHG emissions from electricity consumption compared to 2012
4%
Reduction in GHG emissions from natural gas consumption compared to 2012
35%
Reduction in GHG emissions from solid waste disposal compared to 2012
Full realization of the 2025 San Diego Regional Climate Action Roadmap (“Regional Roadmap”) — in conjunction with achieving California state targets for electric vehicle (EV) sales and the Renewable Portfolio Standard (RPS) — would be required for the San Diego region to meet the targets aligned with statewide SB 32 and come close to reaching AB 1279 reduction targets for the primary inventory sectors. The primary inventory sectors, as established by ICLEI’s U.S. Community Protocol, include emissions from in-region transportation in light-duty vehicles, electricity consumption, natural gas consumption, solid waste disposal, water consumption, and wastewater generation. These primary inventory sectors were outlined as priorities for local and regional governments to assess and prioritize emissions reduction policies due to the relative influence local agencies have to affect emissions in those public-serving sectors, as well as the data availability to track progress.
However, when looking at emissions from an economy-wide perspective (i.e., including additional in-region sectors such as industrial gases, livestock and agricultural activities, heavy-duty vehicles, aviation, marine vessels, rail transportation, and off-road vehicles and equipment) an emissions reduction gap persists. Further work is required across these remaining sectors though much of the regulatory authority for these sectors lies with agencies outside of the San Diego region. Use the “Select Target Line” toggle in the Regional Emissions Scenario Tool below to see how emissions targets change depending on the inventory sectors included in the analysis.
Gap Analysis Summary
- Primary Inventory Sectors
- Economy-Wide Sectors
Sectors Included in Analysis: Emissions from in-region transportation in light-duty vehicles, electricity consumption, natural gas consumption, solid waste disposal, water consumption, and wastewater generation
Projected Ability to Reach Reduction Targets: All Regional Roadmap measures, pre-statewide EV waiver revocation EV targets to be met in the region, and Renewable portfolio standards must be met to reach SB32 targets. Small gap to reach AB1279 targets.Critically, as illustrated by the emissions scenario tool below, if the state mandated EV sales and RPS goals fall short in the future years, the San Diego region would fall short of meeting regional overall targets, thereby increasing the relative importance and impact of local and regional GHG mitigation efforts.
Regional Emissions Scenario Tool
San Diego’s economy-wide emissions have decreased 36% below 2012 levels, from 34 million metric tons carbon dioxide equivalent (MMT CO2e) to 22 MMT CO2e in 2022. With current California state laws and regulations, and regional GHG reduction measures outlined in the 2025 Regional Climate Action Roadmap, estimated emissions could decline further to 12 MMT CO2e by 2045, a reduction of 64% below 2012 emissions.
California reduced emissions levels to 1990 levels in inventory year 2016, so in absence of regional greenhouse gas data from 1990, the inventory year of 2016 can be used as a proxy for understanding how the region is making progress towards the targets in SB 32 and AB 1279. Using this approach, the region reduced emissions 16% below 2016 levels in 2022. When including the state laws and regulations, and a full implementation of Regional Roadmap measures, the region could reduce estimated economy-wide emissions 53% below 2016 levels by 2045. As previously mentioned, because the region relies heavily on the state actions, failure to meet state-mandated EV sales and RPS goals would create a significant shortfall in meeting the overall regional targets.
View the uncertainty in the Regional Emissions Scenario Tool dashboard by adjusting the key parameters. Notice the relative change in emissions reductions by policy due to the adjustments made.
Full realization of California’s EV sales goals before recent federal action assumed an EV penetration rate of approximately 75% by 2045. In CARB’s adjusted projections (EMFACv2.1.0, March 2026), EV penetration rate assumption has been adjusted to 42% by 2045.
Historical and Projected Economywide Greenhouse Gas Emissions in the San Diego Region
How do Local Climate Action Plan (CAP) Commitments Compare to the Regional Roadmap?
While the Regional Roadmap brings a first of its kind regional perspective of the policies needed for economy-wide emissions reduction, local governments in the region have integrated climate action planning into the city planning process in the past decades.
The Roadmap and local Climate Action Plans (CAPs) are different in several ways, even though both have GHG reduction targets and policies to reduce GHG emissions. Local CAPs are adopted by local jurisdictions, and focus on GHG emissions from primary inventory sectors and reduction measures within the local jurisdictional controls. The Roadmap addresses economy-wide emissions across the entire San Diego region, including sources within and outside local jurisdictional controls, and reduction measures typically require local and regional agency partnership.
For the GHG-emitting sectors covered in both CAPs and the Regional Roadmap, the dashboard below compares the emissions reduction policies that local governments in the region have committed to through their CAPs to the Regional Roadmap, and the emissions reductions in the target years 2030 and 2045.
All Regional CAP Commitments by Measure Type
Local CAP Commitments
The dashboard below shows a variety of GHG reduction policies and commitments in different local CAPs.
Implementation Challenges and Opportunities in Achieving Long-term Emission Reduction Goals
The following sections, which represent the primary GHG emitting sectors that are covered in both the Regional Roadmap and local CAPs, summarize implementation challenges and opportunities each sector faces in achieving long-term emission reduction goals. Potential changes at the federal government level in recent years created headwinds in the region to meet these reduction goals. However, the following sections also include emerging state policies and programs that would have positive impacts at the regional level, and additional actions that local jurisdictions could take.
On-Road Transportation Sector
Main Drivers of Progress to Date
Main drivers of progress in the on-road transportation sector to date are a decoupling of vehicle miles travelled and GHG emissions; VMT has reduced about 10% since 2012 and emissions reduced about 34% due to vehicle emission standards. This is due to vehicle efficiency and electrification.
Passenger Vehicles Activity and Emissions
- 2012
- Passenger Vehicle Miles Traveled 0.01%
- Emissions from Passenger Vehicles 0.01%
- 2016
- Passenger Vehicle Miles Traveled -1%
- Emissions from Passenger Vehicles -21.1%
- 2022
- Passenger Vehicle Miles Traveled -10%
- Emissions from Passenger Vehicles -40.8%
Federal and State Impacts on Local Climate Action Goals
Barriers
Background: On February 18, 2026, the U.S. Environmental Protection Agency published a Final Rule rescinding its 2009 “Endangerment Finding” that greenhouse gases (GHGs) emission cause or contribute to air pollution that endanger public health and welfare under the Clean Air Act (CAA). This both invalidates all existing federal motor-vehicle and engine GHG emission standards and the authority to regulate these GHG emissions in the future. The rule will be effective 60 days after being published.
Takeaway: The Final Rule is being litigated with parties likely also seeking a stay of rescission pending judicial review. If the rule stands, there is no longer express CAA Section 209 preemption of state regulation of GHG tailpipe emissions. This opens the possibility of additional GHG tailpipe regulation by the State of California. If the rule is reinstated, then California returns to its current litigation against Congress where the previously granted CAA Section 209 waivers were disapproved under the Congressional Review Act, rescinding waivers for tailpipe GHG emission regulations granted in January 2025.
Background: The One Big Beautiful Bill Act (OBBA) accelerated the end date of the tax benefits of purchasing new and used plug-in electric vehicles (PEVs) or fuel cell electric vehicles (FCEV). The tax credit was up to $7,500 for a new EV but expired in June 30, 2025, and the tax credit was up to 30% of the sale price for used EVs but expired in September 30, 2025. The accelerated expiration dates are both six years earlier than previously expected.
Takeaway: Without federal tax credits, it would be more expensive to purchase a new or used PEV or FCEV and related charging equipment. If fewer EV are sold due to early termination of related tax credits, local jurisdictions would have to do more to reduce GHG emissions in the transportation sector.
Background: California refining capacity is about 1.6 million barrels per day. In Q3 2024, Phillips 66 announced that its Los Angeles Refinery would cease production by the end of 2025, which will cause a loss of about 139,000 barrels a day (8.6% of in-state capacity) of refined fuel and products. In April 2025, Valero Energy announced that it would cease operation at its Bernicia Refinery by the end of April 2026. Bernicia equates to 145,000 barrels per day (9% of in-state capacity). The Bernicia Refinery planned shut down and its consequent cancellation of a contract for oil pipeline deliveries in December 2025 resulted in the potential closure of the San Pablo Bay Pipeline that carries crude oil from Kern County to the Bay area. This may place additional supply limits on Northern California and potential increased costs from trucking the crude oil. The California Public Utilities Commission (CPUC) adopted an emergency Resolution increasing the intrastate pipelines rates for San Pablo Bay Pipeline by 59% to keep it solvent in light of throughput decreases from 2022 and 2025.
The Legislature took up several changes last session in response to refinery closures. SB 237 became law in 2025 authorizing 1) an increase in not more than 2,000 new oil wells a year in Kern County until 2036 if requirements are met and 2) a suspension of the prohibition on sale of gasoline exceeding the Reid vapor pressure when there is a substantial increase in gasoline costs over a 30 day period and a suspension is necessary to protect consumers, among other actions. AB 30 became law in 2025 authorizing higher ethanol blends for sale pending completion of environmental review, as required. These are intended to increase the supply of in-state produced petroleum and the available supply of gasoline blended with ethanol. It is unclear whether the State of California will take additional actions to maintain petroleum refinery capacity and refined fuel supply.
Takeaway: By the second quarter of 2026, refining capacity in California will decrease by about 18% with the closure of two refineries. The decrease in refining capacity from the closure of these two refineries may increase fuel costs depending on supply and make refined fuel supply and prices more volatile because of vulnerability to supply side impacts.
Opportunities
Background: No specific funding has been identified to backfill the subsidies that would have occurred under this provision. The state legislature passed two bills (AB 1207 and SB 840) to extend the Cap-and-Invest program and allocate funding. While some revenue is dedicated to certain projects and programs, some discretionary funding could be used for this purpose. Given the impacts of federal legislation and the state budget deficit, there likely will be significant demand for any Cap-and-Invest revenue, so it is not clear whether or how much would be allocated to alternative fuel and vehicle incentives or investments. Also, the California Air Resources Board makes available funding through the California’s Clean Truck and Bus Voucher Incentive Project (HVIP), which provides point-of-sale vouchers that reduce the incremental cost of electric commercial vehicles.
Takeaway: These state efforts could help fill the gap of the expired federal EV tax credits.Background: There is broad authority to regulate where federal and state ambient air quality standards are not met. The San Diego region is in nonattainment for both NOx and PM 2.5 air quality standards. The California Air Resources Board (CARB) has proposed using indirect source regulation as part of its Zero Emission Truck measure with staff directed to submit a proposal to CARB’s Board in 2028.
Takeaway: Based on federal limitations on approving California regulations, there is uncertainty as to what will be proposed to CARB’s Board in 2028 and whether this will need U.S. EPA approval as part of the state implementation plan or can be implemented using state authority. It is unclear how any such proposed regulation will impact the San Diego region until it is proposed.
Local Opportunities for Progressing Towards Goals
Background: Senate Bill 743, effective on July 2022, requires local agencies to use VMT to assess the environmental impacts of land development projects on transportation systems. SANDAG included a Regional VMT mitigation credit/banking program in the 2029 Regional Plan as an air quality impact mitigation measure, and is currently developing the program in collaboration with the County of San Diego. The credits would be generated with VMT reduction programs (e.g., bicycle and pedestrian infrastructure improvements) and could be used to offset the impacts from programs that increase VMT.
Takeaway: A regional VMT mitigation program would help prioritize VMT reduction and associated GHG emissions reduction opportunities in the entire San Diego region, even though opportunities would be limited in smaller jurisdictions.Background: San Diego Air Pollution Control District (SDAPCD) acts with authority to adopt an indirect source regulation and has studied such a rule for warehouses as required by AB 423 (2019). There is a lack of hard data, and the study relies on methodologies that estimate truck trip rates, number and size of warehouses, air quality and health benefits, and compliance costs and cost-effectiveness. The reduction of NOx and PM2.5 through an indirect source rule is small relative to other potential regulations, it is unclear how many warehouses would fall under a potential indirect rule, and compliance costs are high and cost-effectiveness is lower than other adopted regulations. Reduction of indirect source emissions reduces GHG emissions making such action relevant for climate action plans.
Takeaway: Further study is needed to better identify diesel truck traffic patterns related to warehouses and other indirect sources and to clarify which buildings can be categorized as warehouses conducting goods movement. This would likely need to be statutorily directed through another piece of legislation. Additionally, potential GHG reductions are greater than NOx and PM 2.5 reductions that are the basis for this type of regulation. This represents the challenge of this type of regulation by showing the mismatch in the region between reducing mobile sources of criteria pollutants (NOx and PM 2.5) through an indirect source rule that reduces relatively low tons/year amounts of the criteria pollutant and the much greater co-benefit of potential GHG emissions reduction from such a rule.
Background: Development impact fees are authorized for collection on development projects to defer costs of public facilities.
Takeaways: Development impact fees can be used to mitigate GHG emissions or provide infrastructure specific to the developments impact. This could include fees that fund public facilities in the public right of way like public electric vehicle service equipment (EVSE) or other CAP measures related to public facilities serving new development.
Electricity Sector
Main Drivers of Progress to Date
We have also seen a decoupling of electricity consumption and emissions - electricity consumption has reduced by 20% and emissions have reduced by almost 60% since 2012. This is due to increased zero-emission electric generation sources. Achieving overall emissions targets will require significant electrification of the transportation and building sectors, which will increase consumption. Since the emissions per unit of electricity is declining, the net effect of this transition should be lower overall emissions.
Electricity Consumption and Emissions
- 2012
- Electricity Consumption 0.01%
- Emissions from Electricity 0.01%
- 2016
- Electricity Consumption -2.2%
- Emissions from Electricity -27.1%
- 2022
- Electricity Consumption -18.1%
- Emissions from Electricity -59.2%
Federal and State Impacts on Local Climate Action Goals
Barriers
Background: The One Big Beautiful Bill Act (OBBA) accelerated the end date of the tax benefits of clean electricity production and clean electricity investment, from December 31, 2032 to December 31, 2027, five years earlier.
Takeaways: Accelerated end dates of federal tax credits would slow large-scale renewable production and investment that could affect electric utilities, such as SDG&E, San Diego Community Power, Clean Energy Alliance, meeting renewable electricity mandates or internal targets.
Background: Homeowners that install and own certain clean energy equipment were eligible for a tax credit equal to 30% of qualified expenses. Eligible equipment includes solar panels, battery storage technology (3 kwh or greater), solar water heaters, geothermal heat pumps, small wind energy projects, and fuel cells. The One Big Beautiful Bill Act (OBBA) accelerated the end date of the tax benefit from December 31, 2035 to December 31, 2025. The tax benefits have already expired.
Takeaways: The expired tax credit and new requirements under the net billing tariff regulation could slow down distributed renewable systems.
Background: San Diego Community Power (SDCP) and Clean Energy Alliance (CEA) have aggressive renewable energy procurement targets, ahead of the state-mandated targets. There are significant headwinds to the procurement of clean, firm resources, including supply chain, financing, tax, and interconnection issues.
Takeaways: These create challenges for CCAs meeting their 100% by 2035 accelerated target, which is one of the biggest GHG reduction measures in the local CAPs.
Local Opportunities for Progressing Towards Goals
Background:The San Diego Regional Energy Network (SDREN), a new regional program authorized by CPUC, will roll out ten programs starting 2026 providing resources, technical support, and training to local public agencies, residents, and businesses to implement energy efficiency and electrification projects.
Takeaways: These programs align with the energy efficiency and climate goals in CAPs, and fill the gaps in the programs offered by SDG&E. SDREN would be a key partner for local jurisdictions implementing the CAPs.
Background: San Diego Community Power’s Solar Battery Savings Program provides an upfront rebate to reduce the cost of installing a new solar and battery system or add battery storage to existing solar systems that does not depend on income tax liability. The Program also offers performance incentives for customers that discharge their battery during peak times. The County of San Diego’s San Diego Solar Equity Program offers incentives to offset installation cost of a solar system to income-qualified, single-family homeowners in disadvantaged communities within the unincorporated areas of San Diego County.
Takeaways: These regional programs fill the gaps with the expired federal tax credits and incentivize local solar and battery storage systems installation.
Natural Gas Sector
Main Drivers of Progress to Date
The emissions associated with burning natural gas remain constant when compared to the amount of gas burned; therefore, the emissions and therms of natural gas burned follow the same trajectory. The region has reduced natural gas consumption and correlating emissions by 4% from 2012 to 2022.
Natural Gas Consumption and Emissions
- 2012
- Natural Gas Consumption and Emissions 0.01%
- 2016
- Natural Gas Consumption and Emissions -11.1%
- 2022
- Natural Gas Consumption and Emissions -12.9%
Federal and State Impacts on Local Climate Action Goals
Barriers
Background: Homeowners that install certain energy efficiency and electrification measures in their primary residence were eligible for a tax credit. However, OBBB accelerated the end date of the tax benefit from December 31, 2032 to December 31, 2025. The tax benefits have already expired. The deduction for energy efficient commercial building retrofits are still available until June 30, 2026.
Takeaways: A significant portion of GHG reduction in the building sector comes from replacing natural gas appliances with electric alternatives in existing buildings. Given the upfront cost of electric appliances and high electricity rates, homeowners have been slow to convert. Loss of the tax provisions that lower the cost difference between fossil fuel and electric appliances could make it even harder to reach the goals in regional CAPs.
Assembly Bill (AB) 130, enacted in July 2025, imposes a significant six-year moratorium on new residential "reach codes"—local building energy standards stricter than state code—from October 1, 2025, to June 1, 2031. Local reach code opportunities still exist if a jurisdiction is willing to use the specified exemptions under AB 130.
Opportunities
California Public Utilities Commission (CPUC) will designate priority neighborhood decarbonization zones and establish a voluntary program to facilitate cost effective decarbonization by July 1, 2026. 31 census tracts are designated as initial priority zones in the San Diego Region based on local support, gas replacement projects, and presence of disadvantaged communities. The outreach is currently ongoing.
Jurisdictions with a population greater than 75,000 are required to adopt a plan to incorporate electrification/decarbonization goals, 9 local jurisdictions in San Diego Region are subject to the requirements but either already have CAPs with the goals or can incorporate the goals in the next CAP update to avoid creating another plan.
California Energy Commission (CEC), building on its building energy benchmarking program, is developing statewide comprehensive building performance policies and standards, by July 2026. The current 2025 State Energy Code, effective January 1, 2026, encourages the use of electric space/water heating in new construction.
Local Opportunities for Progressing Towards Goals
The San Diego Regional Energy Network (SDREN), a new regional program authorized by CPUC, will roll out ten programs starting 2026 providing resources, technical support, and training to local public agencies, residents, and businesses to implement energy efficiency and electrification projects. These programs align with the energy efficiency and climate goals in CAPs, and fill the gaps in the programs offered by SDG&E.
Local jurisdictions still have the ability to adopt local building energy code ordinances, even under AB 130. Because the specified conditions in AB 130 can be met by a local government, including implementing a greenhouse gas reduction strategy through an adopted Climate Action Plan mitigation measure adopted to align with an approved general plan among other options, local governments retain the authority to adopt modifications or changes to the building code for residential units if the conditions are met. Where the conditions are met, the California Building Standards Commission (CBSC) will accept for filing the submitted local building code.
Read more on
Solid Waste Sector
Main Drivers of Progress to Date
According to the most recent waste characterization study (statewide study done in 2021), the reduction in organic waste to landfill driven by SB 1383 resulted in a regional emissions reduction of 35% from waste sent to landfill, despite a 26% increase in total tonnage sent to landfill.
Solid Waste Generation and Emissions
- 2012
- Tons to Landfill 0.01%
- Emissions from Solid Waste 0.01%
- 2016
- Tons to Landfill 20.6%
- Emissions from Solid Waste 20.6%
- 2022
- Tons to Landfill 26.3%
- Emissions from Solid Waste -34.5%
Federal and State Impacts on Local Climate Action Goal
Barriers
While there have not been recent regulatory barriers that negatively impact solid waste reduction, significant hurdles exist in the industry including:
- Economic barriers in the recycling industry due to low landfill costs
- Regulatory hurdles for community composting and their ability to be self-sufficient given stringent franchise hauling agreements
- Economic disincentives at the customer level to reduce waste or recycle
Opportunities
CalRecycle estimates that the organic recycling capacity of the region is met. Therefore, to reach organics recycling goals remaining issues would have to be addressed, including ensuring haulers have expanded service to all customer types, increasing customer participation rates, and decreasing contamination rates.
SB 1383 is a state mandate to reduce organic waste disposal in landfills by 75% below 2014 levels by 2025 to significantly cut methane emissions, a potent greenhouse gas. The law requires mandatory organic waste collection services for all residences and businesses, diverting items like food scraps and yard trimmings to composting or other recovery facilities. Successfully implementing SB 1383 would dramatically decrease both the volume of organic material sent to landfills and reduce the primary greenhouse gas generator in landfills.
There is not a perfect comparison to how the region measures against this goal, as the only waste characterization studies done within the region were only conducted in 2016. However, statewide waste characterization studies have been completed in 2014 and 2021. Organics comprised of 37% of the statewide waste stream in 2014, and 28% in 2021 -- a 24% reduction. In 2012, the regional waste characterization studies1 showed that the region’s waste comprised 40% of organics - slightly higher than the statewide result.SB 279 eases regulations which restricted composting operations on agricultural lands - allowing for the use of off-site organic inputs and increasing the allowable capacity from 100 cubic yards to 500 cubic yards. This enables agricultural lands to accumulate larger quantities of organic materials for the purposes of on-site composting and incorporate organic materials for the composting blend that are not generated on site. This can alleviate the economic burden of paying for the transportation of large quantities of organic waste to the centralized facilities.
Local Opportunities for Progressing Towards Goals
This approach would require waste haulers to set pricing based on use of landfill at the highest rate, while organics and recycling would be lower. Based on weight or volume (these trackers are already on hauling trucks for contamination / no bins out). “This model encourages efficient source separation through internal subsidies, wherein a citizen can decrease the price of household waste by 32% if they increase the sorting efficiency from a default of 40% to 80% efficiency.” (Ukkonen, et al. 2021. Weight-based pay-as-you-throw pricing model)
For items that are not collectable at the curb and need special recycling, agencies can subsidize the recycling of these items such as batteries, electronics, light bulbs, textiles, and hazardous household materials. While these types of recycling programs would result in limited emissions reductions as seen in the primary inventory sectors, they would reduce significant economy-wide and upstream emissions along with nominal in-region landfill operations emissions.
Other Economy-Wide Sectors
The colored sectors in this remaining emissions chart represent emissions that are largely outside of the direct regulatory reach of San Diego local and regional authorities. Despite these constraints on authority, local and regional governments can have some influence through indirect levers:
Although no longer enforced, CARB's Advanced Clean Fleets regulation previously required state and local government fleets to transition to zero-emission vehicles, in absence of regulatory requirements local public agencies can voluntarily accelerate their own fleet transitions.
Port emissions are managed by local port authorities. The Port of San Diego can push for accelerated adoption of shore power infrastructure and reduced hoteling emissions from docked vessels.
Local governments shape where logistics facilities, warehouses, and industrial uses are sited, influencing the mix and volume of truck trips and off-road equipment activity in the region, even if they cannot regulate the engines efficiency themselves.
Requiring zero-emission construction equipment in public contracts and leveraging state and federal grant programs (such as CARB's Clean Off-Road Equipment Voucher Incentive Project), local agencies can influence fleet turnover in the off-road sector.
Emerging Technology - Carbon Dioxide Removal
Some local jurisdictions have adopted net zero GHG emissions goals in their CAPs to be consistent with state law. After accounting for all GHG reduction measures, these CAPs typically have remaining emissions. To reach net zero emissions, it would be necessary to remove from the atmosphere an amount equal to remaining emissions. Learn more in the carbon dioxide removal (CDR) Primer on what CDR is, current methods and their characteristics, and the role CDR plays in reaching long-term GHG emissions targets.
Resources
Access Our Full Resource Library (14 Primers & Briefs)
Acknowledgement
Thank you to our project sponsor: The San Diego Foundation
Thank you to the following organizations: During the course of the project, we conducted interviews to gain perspectives and feedback from representatives of the following organizations:
Climate Action Campaign, City of Carlsbad, City of Chula Vista, City of Del Mar, City of Vista, County of San Diego, San Diego Association of Governments (SANDAG), San Diego Community Power/San Diego Regional Energy Network, SD350, Sierra Club, San Diego Building Electrification Coalition
EPIC Staff:
Scott Anders, Executive Director
Joe Kaatz, Senior Staff Attorney
Yichao Gu, Senior Policy Analyst
Naomi Wentworth, Technical Policy Analyst
Disclaimer
The Energy Policy Initiatives Center (EPIC) developed this webpage and content with the support from the San Diego Foundation. This webpage and content represents EPIC’s professional judgment based on the data and information available at the time of the project. EPIC relies on data and information from third parties who provide it with no guarantees such as of completeness, accuracy or timeliness. EPIC makes no representations or warranties, whether expressed or implied, and assumes no legal liability for the use of the information in this webpage; nor does any party represent that the uses of this information will not infringe upon privately owned rights. Readers of the webpage are advised that EPIC may periodically update the webpage or data, information, findings, and opinions and that they assume all liabilities incurred by them, or third parties, as a result of their reliance on the report, data, information, findings and opinions contained in the webpage.
Contact Us
Yichao Gu
ygu@sandiego.edu