Greenhouse Gas Emissions Assessment
Bellflower Convenience Center Project
City of Bellflower , California
Prepared by:
Kimley-Horn and Associates, Inc.
1100 W. Town and Country Road, Suite 700
Orange, CA 92868
Contact: Mr. Ryan Chiene
714.705.1343
November 2025
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TABLE OF CONTENTS
1 INTRODUCTION
1.1 Project Location ................................................................................................................................. 1
1.2 Project Description ............................................................................................................................ 1
2 ENVIRONMENTAL SETTING
2.1 Greenhouse Gases and Climate Change.............................................................................................. 6
3 REGULATORY SETTING
3.1 Federal .............................................................................................................................................. 8
3.2 State of California ............................................................................................................................ 10
3.3 Regional........................................................................................................................................... 21
3.4 Local ................................................................................................................................................ 21
4 SIGNIFICANCE CRITERIA AND METHODOLOGY
4.1 Thresholds and Significant Criteria ................................................................................................... 22
4.2 Methodology ................................................................................................................................... 23
5 POTENTIAL GREENHOUSE GAS IMPACTS AND MITIGATION
5.1 Greenhouse Gas Emissions............................................................................................................... 25
5.2 Cumulative Setting, Impacts, and Mitigation Measures .................................................................... 34
6 REFERENCES
References ....................................................................................................................................... 35
TABLES
Table 1 Description of Greenhouse Gases ....................................................................................................... 7 Table 2 Consistency with CAP Climate Ready Development Standards .......................................................... 26 Table 3 2024-2050 Regional Transportation Plan/Sustainable Communities Strategy Consistency ................. 30 Table 4 Project Consistency with the CARB 2022 Scoping Plan ..................................................................... 32
EXHIBITS
Exhibit 1 Regional Vicinity ................................................................................................................................ 3 Exhibit 2 Site Vicinity ........................................................................................................................................ 4 Exhibit 3 Conceptual Site Plan .......................................................................................................................... 5
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LIST OF ABBREVIATED TERMS
AB Assembly Bill
CAP Climate Action Plan
CARB California Air Resource Board
CCR California Code of Regulations
CalEEMod California Emissions Estimator Model
CEQA California Environmental Quality Act
CALGreen Code California Green Building Standards Code
CPUC California Public Utilities Commission
CO2 carbon dioxide
CO2e carbon dioxide equivalent
CFC Chlorofluorocarbon
CCSP Climate Change Scoping Plan
cy cubic yard
EPA Environmental Protection Agency
FCAA Federal Clean Air Act
FR Federal Register
GHG greenhouse gas
HCFC Hydrochlorofluorocarbon
HFC Hydrofluorocarbon
LCFS Low Carbon Fuel Standard
CH4 Methane
MMTCO2e million metric tons of carbon dioxide equivalent MTCO2e million tons of carbon dioxide equivalent
NHTSA National Highway Traffic Safety Administration
NF3 nitrogen trifluoride
N2O nitrous oxide
PFC Perfluorocarbon
RTP/SCS Regional Transportation Plan/Sustainable Communities Strategy SB Senate Bill
SCAB South Coast Air Basin
SCAQMD South Coast Air Quality Management District
SCAG Southern California Association of Government
sf square foot
SF6 sulfur hexafluoride
TAC toxic air contaminants
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1 INTRODUCTION
This report documents the results of a Greenhouse Gas (GHG) Emissions Assessment completed for the Bellflower Convenience Center Project (“Project” or “Proposed Project”). The purpose of this GHG Emissions Assessment is to evaluate the potential construction and operational emissions associated with the Project and determine the level of impact the Project would have on the environment.
1.1 Project Location and Setting
The Project site is located in southern Bellflower, in Los Angeles County (County), California; refer to Exhibit 1: Regional Vicinity. The proposed Project site is located at 17617 Bellflower Boulevard, on the west side of Bellflower Boulevard, between Cedar Street and Ramona Street, in the City of Bellflower. The Project site is bounded by Ramona Street and commercial uses to the north, Cedar Street, commercial uses, and residential uses to the south, Bellflower Boulevard and commercial uses to the east, and residential and commercial uses to the west; see Exhibit 2: Site Vicinity.
The Project site is a vacant rectangular-shaped site on 3.63 acres. Previously, there was an automotive dealership, a restaurant, and other commercial/retails buildings on the Project Site. These buildings were demolished at the end of 2017. The Project site is currently vacant and shows signs of ruderal grasses, but no native habitat remains on-site. The Project site has a General Plan land use designation of Commercial (C) and is zoned DFD (Design for Development).
1.2 Project Description
The proposed Project is a commercial development comprised of a shopping center. The Project would include two drive-thru quick-serve restaurants (Building 1 and Building 2), one retail building for multiple tenants with a drive-thru lane (Building 3), a convenience store and automotive fueling station (Building 4), and 143 parking stalls, including 24 electric vehicle (EV) charging stations; refer to Exhibit 3: Conceptual Site Plan. The Project components are described further below:
Building 1: Restaurant
Building 1 would consist of a new one-story drive-thru restaurant totaling approximately 1,025-square feet (sf). The restaurant would be located on the southern portion of the overall Project site. The main entrance for guests would be provided on the north side of the building via an entrance to the building.
The drive-thru portion would have an entrance on the western side of the building and exit on the eastern side of the building. There would also be an outdoor seating area of approximately 336 sf on the western side of the building.
Building 2: Restaurant
Building 2 would consist of a new one-story drive through restaurant totaling approximately 2,568 sf. The restaurant would be located on the southern portion of the overall Project site. The main entrance for guests would be provided on northern side of the building. The drive-thru would have an entrance on the western side of the building and exit on the southeastern side of the building. There would also be an outdoor seating area of approximately 510 sf on the northeastern side of the building.
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Building 3: Restaurant
Building 3 would consist of a be a new one-story building with multiple restaurants totaling approximately 5,728 sf including one restaurant with a drive-thru. The restaurant building would be located in the central portion of the overall Project site. The main entrance for guests would be provided on the northern side of the building via an entrance to the building. The drive through portion would have an entrance on the western side of the building and exit on the northeastern side of the building. There would also be an outdoor seating area of approximately 748 sf on the northern side of the building.
Building 4: Retail
Building 4 would consist of a one-story, approximately 3,062 sf, gas station convenience store with eight fueling pumps. The proposed building would be generally located on the northern portion of the Project site. The main entrance would be located on the eastern side of the building and the fueling pumps would be located to the east of the convenience store.
Electric Vehicle Charging Station
The Project proposes an EV Charging Station with 24 EV charging stalls. The proposed EV charging station would include two stalls designated for accessible and van use. The proposed charging station is located on the northwestern portion of the site adjacent to Building 4.
Project Circulation
The Project site’s ingress and egress would be provided via five driveways with three located on Bellflower Boulevard, one located on Cedars Streets, and one located on Ramona Street. Two of the three driveways on Bellflower Boulevard would be 30’ feet and the driveway closest to the proposed gas station would be 35’feet. A 26’ foot driveway would be on Cedar Street and another 35’ foot driveway would be on Ramona Street, directly to the northwest of the proposed gas station. All driveways would allow access to all buildings throughout the Project site.
Parking
The Project would provide 143 parking stalls, with vehicle parking located throughout the site and between the various establishments.
Project Phasing and Construction
The Project is anticipated to be constructed in one phase. Should the Project be approved, construction is anticipated to occur for approximately 11 months, beginning in September 2026 and completing in July 2027.
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Exhibit 1: Regional Vicinity
Source: Google Maps, 2022
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Exhibit 2: Site Vicinity
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Exhibit 3: Conceptual Site Plan
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2 ENVIRONMENTAL SETTING
2.1 Greenhouse Gases and Climate Change
Certain gases in the earth’s atmosphere classified as GHGs, play a critical role in determining the earth’s surface temperature. Solar radiation enters the earth’s atmosphere from space. A portion of the radiation is absorbed by the earth’s surface and a smaller portion of this radiation is reflected back toward s pace.
This absorbed radiation is then emitted from the earth as low-frequency infrared radiation. The frequencies at which bodies emit radiation are proportional to temperature. Because the earth h as a much lower temperature than the sun, it emits lower-frequency radiation. Most solar radiation passes through GHGs; however, infrared radiation is absorbed by these gases. As a result, radiation that otherwise would have escaped back into space is instead “trapped,” resulting in a warming of the atmosphere. This phenomenon, known as the greenhouse effect, is responsible for maintaining a habitable climate on earth.
The primary GHGs contributing to the greenhouse effect are carbon dioxide (CO2), methane (CH4), and nitrous oxide (N2O). Fluorinated gases also make up a small fraction of the GHGs that contribute to climate change. Examples of fluorinated gases include chlorofluorocarbons (CFCs), hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), sulfur hexafluoride (SF6), and nitrogen trifluoride (NF3); however, it is noted that these gases are not associated with typical land use development. Human-caused emissions of GHGs exceeding natural ambient concentrations are believed to be responsible for intensifying the greenhouse effect and leading to a trend of unnatural warming of the Earth’s climate, known as global climate change or global warming.
GHGs are global pollutants, unlike criteria air pollutants and toxic air contaminants (TACs), which are pollutants of regional and local concern. Whereas pollutants with localized air quality effects have relatively short atmospheric lifetimes (about one day), GHGs have long atmospheric lifetimes (one to several thousand years). GHGs persist in the atmosphere for long enough time periods to be dispersed around the globe. Although the exact lifetime of a GHG molecule is dependent on multiple variables and cannot be pinpointed, more CO2 is emitted into the atmosphere than is sequestered by ocean uptake, vegetation, or other forms of carbon sequestration. Of the total annual human-caused CO2 emissions, approximately 55 percent is sequestered through ocean and land uptakes every year, averaged over the last 50 years, whereas the remaining 45 percent of human-caused CO2 emissions remains stored in the atmosphere.1 Table 1: Description of Greenhouse Gases describes the primary GHGs attributed to global climate change, including their physical properties.
1 Intergovernmental Panel on Climate Change, Carbon and Other Biogeochemical Cycles. In: Climate Change 2013: The Physical Science Basis, Contribution of Working Group I to the Fifth Assessment Report of the Intergovernmental Panel on Climate Change, 2013. http://www.climatechange2013.org/ images/report/WG1AR5_ALL_FINAL.pdf.
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Table 1: Description of Greenhouse Gases
Greenhouse Gas Description
Carbon Dioxide (CO2) CO2 is a colorless, odorless gas that is emitted naturally and through human activities. Natural sources include decomposition of dead organic matter; respiration of bacteria, plants, animals, and fungus; evaporation from oceans; and volcanic outgassing. Anthropogenic sources are from burning coal, oil, natural gas, and wood. The largest source of CO2 emissions globally is the combustion of fossil fuels such as coal, oil, and gas in power plants, automobiles, and industrial facilities. The atmospheric lifetime of CO2 is variable because it is readily exchanged in the atmosphere. CO2 is the most widely emitted GHG and is the reference gas (Global Warming Potential of 1) for determining Global Warming Potentials for other GHGs.
Nitrous Oxide (N2O) N2O is largely attributable to agricultural practices and soil management. Primary human-related sources of N2O include agricultural soil management, sewage treatment, combustion of fossil fuels, and adipic and nitric acid production. N2O is produced from biological sources in soil and water, particularly microbial action in wet tropical forests. The atmospheric lifetime of N2O is approximately 120 years. The Global Warming Potential of N2O is 298.
Methane (CH4) CH4, a highly potent GHG, primarily results from off-gassing (the release of chemicals from nonmetallic substances under ambient or greater pressure conditions) and is largely associated with agricultural practices and landfills. Methane is the major component of natural gas, about 87 percent by volume. Human-related sources include fossil fuel production, animal husbandry, rice cultivation, biomass burning, and waste management. Natural sources of CH4 include wetlands, gas hydrates, termites, oceans, freshwater bodies, non-wetland soils, and wildfires. The atmospheric lifetime of CH4 is about 12 years and the Global Warming Potential is 25.
Hydrofluorocarbons
(HFCs)
HFCs are typically used as refrigerants for both stationary refrigeration and mobile air conditioning.
The use of HFCs for cooling and foam blowing is increasing, as the continued phase out of CFCs and HCFCs gains momentum. The 100-year Global Warming Potential of HFCs range from 124 for HFC- 152 to 14,800 for HFC-23.
Perfluorocarbons
(PFCs)
PFCs have stable molecular structures and only break down by ultraviolet rays about 60 kilometers above Earth’s surface. Because of this, they have long lifetimes, between 10,000 and 50,000 years.
Two main sources of PFCs are primary aluminum production and semiconductor manufacturing.
Global Warming Potentials range from 6,500 to 9,200.
Chlorofluorocarbons
(CFCs)
CFCs are gases formed synthetically by replacing all hydrogen atoms in methane or ethane with chlorine and/or fluorine atoms. They are nontoxic, nonflammable, insoluble, and chemically unreactive in the troposphere (the level of air at the earth’s surface). CFCs were synthesized in 1928 for use as refrigerants, aerosol propellants, and cleaning solvents. The Montreal Protocol on Substances that Deplete the Ozone Layer prohibited their production in 1987. Global Warming Potentials for CFCs range from 3,800 to 14,400.
Sulfur Hexafluoride
(SF6)
SF6 is an inorganic, odorless, colorless, and nontoxic, nonflammable gas. It has a lifetime of 3,200 years. This gas is manmade and used for insulation in electric power transmission equipment, in the magnesium industry, in semiconductor manufacturing, and as a tracer gas. The Global Warming Potential of SF6 is 23,900.
Hydrochlorofluorocar
bons (HCFCs)
HCFCs are solvents, similar in use and chemical composition to CFCs. The main uses of HCFCs are for refrigerant products and air conditioning systems. As part of the Montreal Protocol, HCFCs are subject to a consumption cap and gradual phase out. The United States is scheduled to achieve a 100 percent reduction to the cap by 2030. The 100-year Global Warming Potentials of HCFCs range from 90 for HCFC-123 to 1,800 for HCFC-142b.
Nitrogen Trifluoride
(NF3)
NF3 was added to Health and Safety Code section 38505(g)(7) as a GHG of concern. This gas is used in electronics manufacture for semiconductors and liquid crystal displays. It has a high global warming potential of 17,200.
Source: Compiled from U.S. EPA, Overview of Greenhouse Gases, ( https://www.epa.gov/ghgemissions/overview-greenhouse-gases) , 2018; U.S.
EPA, Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990 -2016, 2018; Intergovernmental Panel on Climate Change, Climate Change 2007: The Physical Science Basis, 2007; National Research Council, Advancing the Science of Climate Change, 2010; U.S. EPA, Methane and Nitrous Oxide Emission from Natural Sources, April 2010.
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3 REGULATORY SETTING
3.1 Federal
To date, national standards have not been established for nationwide GHG reduction targets, nor have any regulations or legislation been enacted specifically to address climate change and GHG emissions reduction at the project level. Various efforts have been promulgated at the federal level to improve fuel economy and energy efficiency to address climate change and its associated effects.
Energy Independence and Security Act of 2007
The Energy Independence and Security Act of 2007 (December 2007), among other key measures, requires the following, which would aid in the reduction of national GHG emissions:
• Increase the supply of alternative fuel sources by setting a mandatory Renewable Fuel Standard requiring fuel producers to use at least 36 billion gallons of biofuel in 2022. • Set a target of 35 miles per gallon for the combined fleet of cars and light trucks by model year 2020 and direct the National Highway Traffic Safety Administration (NHTSA) to establish a fuel economy program for medium- and heavy-duty trucks and create a separate fuel economy standard for work trucks.
• Prescribe or revise standards affecting regional efficiency for heating and cooling products and procedures for new or amended standards, energy conservation, energy efficiency labeling for consumer electronic products, residential boiler efficiency, electric motor efficiency, and home appliances.
On April 9, 2025, President Trump signed an executive order calling for the sunset of various environmental regulations. The order affects pieces of several keystone energy and environmental legislation, including the Energy Independence and Security Act of 2007.
U.S. Environmental Protection Agency Endangerment Finding
The U.S. Environmental Protection Agency (EPA) authority to regulate GHG emissions stems from the U.S.
Supreme Court decision in Massachusetts v. EPA (2007). The Supreme Court ruled that GHGs meet the definition of air pollutants under the existing Federal Clean Air Act (FCAA) and must be regulated if these gases could be reasonably anticipated to endanger public health or welfare. Responding to the Court’s ruling, the EPA finalized an endangerment finding in December 2009. Based on scientific evidence it found that six GHGs (CO2, CH4, N2O, HFCs, PFCs, and SF6) constitute a threat to public health and welfare. Thus, it is the Supreme Court’s interpretation of the existing FCAA and the EPA’s assessment of the scientific evidence that form the basis for the EPA’s regulatory actions.
In response to President Trump’s “Unleashing American Energy” Executive Order, published on January 20, 2025, the U.S. EPA announced its intention to reconsider regulations and actions that rely on the 2009 Greenhouse Gas Endangerment Finding (Endangerment Finding) on March 12, 2025. The March 12 announcement specifically targets the following:
• Clean Trucks Plan
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o Control of Air Pollution from New Motor Vehicles: Heavy-Duty Engine and Vehicle Standards
o Multi-Pollutant Emissions Standards for Model Years 2027 and Later Light- and Medium- Duty Vehicles
o Greenhouse Gas Emissions Standards for Heavy-Duty Vehicles – Phase 3. • Corporate Average Fuel Economy (CAFE) Standards
Federal Vehicle Standards
In response to the U.S. Supreme Court ruling discussed above, Executive Order 13432 was issued in 2007 directing the EPA, the Department of Transportation, and the Department of Energy to establish regulations that reduce GHG emissions from motor vehicles, non-road vehicles, and non-road engines by 2008. In 2009, the NHTSA issued a final rule regulating fuel efficiency and GHG emissions from cars and light-duty trucks for model year 2011, and in 2010, the EPA and NHTSA issued a final rule regulating cars and light-duty trucks for model years 2012–2016.
In 2010, an Executive Memorandum was issued directing the Department of Transportation, Department of Energy, EPA, and NHTSA to establish additional standards regarding fuel efficiency and GHG reduction, clean fuels, and advanced vehicle infrastructure. In response to this directive, the EPA and NHTSA proposed stringent, coordinated federal GHG and fuel economy standards for model years 2017–2025 light-duty vehicles. The proposed standards projected to achieve 163 grams per mile of CO2 in model year 2025, on an average industry fleet-wide basis, which is equivalent to 54.5 miles per gallon if this level were achieved solely through fuel efficiency. The final rule was adopted in 2012 for model years 2017–2021, and NHTSA intends to set standards for model years 2022–2025 in a future rulemaking. On January 12, 2017, the EPA finalized its decision to maintain the current GHG emissions standards for model years 2022–2025 cars and light trucks.
In addition to the regulations applicable to cars and light-duty trucks described above, in 2011, the EPA and NHTSA announced fuel economy and GHG standards for medium- and heavy-duty trucks for model years 2014–2018. The standards for CO2 emissions and fuel consumption are tailored to three main vehicle categories: combination tractors, heavy-duty pickup trucks and vans, and vocational vehicles.
According to the EPA, this regulatory program will reduce GHG emissions and fuel consumption fo r the affected vehicles by 6 to 23 percent over the 2010 baselines.
In August 2016, the EPA and NHTSA announced the adoption of the phase two program related to the fuel economy and GHG standards for medium- and heavy-duty trucks. The phase two program will apply to vehicles with model year 2018 through 2027 for certain trailers, and model years 2021 through 2027 for semi-trucks, large pickup trucks, vans, and all types and sizes of buses and work trucks. The final standards are expected to lower CO2 emissions by approximately 1.1 billion metric tons and reduce oil consumption by up to 2 billion barrels over the lifetime of the vehicles sold under the program.
In 2018, the President and the U.S. EPA stated their intent to halt various federal regulatory activities to reduce GHG emissions, including the phase two program. California and other states have stated their intent to challenge federal actions that would delay or eliminate GHG reduction measures and have committed to cooperating with other countries to implement global climate change initiatives.
On September 27, 2019, the U.S. EPA and the NHTSA published the “Safer Affordable Fuel-Efficient (SAFE) Vehicles Rule Part One: One National Program.” (84 Fed. Reg. 51,310 (Sept. 27, 2019.) The Part One Rule
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revokes California’s authority to set its own GHG emissions standards and set zero-emission vehicle (ZEV) mandates in California. On March 31, 2020, the U.S. EPA and NHTSA finalized rulemaking for SAFE Part Two which sets CO2 emissions standards and CAFE standards for passenger vehicles and light duty trucks, covering model years 2021-2026. The current U.S. EPA administration has repealed SAFE Rule Part One, effective January 28, 2022, and is reconsidering Part Two. In December 2021, the U.S. EPA finalized federal GHG emissions standards for passenger cars and light trucks for Model Years 2023 through 2026. These standards are the strongest vehicle emissions standards ever established for the light-duty vehicle sector and are based on an assessment of current and future technologies. The updated standards will result in avoiding more than 3 billion tons of GHG emissions through 2050 2 and are on track for the launch the U.S.
EPA’s next phase of standards for Model Years 2027 and beyond.
As of April 1, 2022, the CAFE standards require an industry-wide fleet average of approximately 49 mpg for passenger cars and light trucks in model year 2026. The new CAFE standards for model year 2024-2026 reduces fuel use by more than 200 billion gallons through 2050, as compared to continuing under the old standards.3
On June 7, 2024, the NHTSA announced the final rule for passenger cars and light trucks for model years 2027-2031, which strengthened previous emission standards and proposed an industry-wide fleet average of approximately 50.4 mpg in model year 2031. The new CAFE standards for model years 2027- 2031 would reduce fuel use by 70 billion gallons through 2050.4
In response to President Trump’s “Unleashing American Energy” Executive Order, published on January 20, 2025, the U.S. EPA announced its intention to reconsider regulations and actions that rely on the Endangerment Finding on March 12, 2025. This includes the CAFE standards. On June 6, 2025, the NHTSA published an interpretive rule that establishes the NHTSA’s authority to revise the CAFE standards without consideration of electrical vehicles. Therefore, implementation of these standards remains uncertain.
3.2 State of California
California Air Resources Board
The California Air Resources Board (CARB) is responsible for the coordination and oversight of State and local air pollution control programs in California. Various statewide and local initiatives to reduce California’s contribution to GHG emissions have raised awareness about climate change and its potential for severe long-term adverse environmental, social, and economic effects. California is a significant emitter of CO2 equivalents (CO2e) in the world and produced 459 million gross metric tons of CO2e in 2013.
In the State, the transportation sector is the largest emitter of GHGs, followed by industrial operations such as manufacturing and oil and gas extraction.
2 U.S. Environmental Protection Agency, Final Rule to Revise Existing National GHG Emissions Standards for Passenger Cars and Light Trucks Through Model Year 2026, 2021. Available at: https://www.epa.gov/regulations-emissions-vehicles-and- engines/final-rule-revise-existing-national-ghg-emissions. Accessed November 6, 2025. 3 National Highway Traffic Safety Administration, USDOT Announces New Vehicle Fuel Economy Standards for Model Year 2024- 2026. Available at: https://www.nhtsa.gov/press-releases/usdot-announces-new-vehicle-fuel-economy-standards-model- year-2024-2026, Accessed November 6, 2025.
4 National Highway Traffic Safety Administration, NHTSA Announces Final Rule for CAFE and HDPUV Standards, Available at:
https://www.nhtsa.gov/laws-regulations/corporate-average-fuel-economy . Accessed November 6, 2025.
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The State of California legislature has enacted a series of bills that constitute the most aggressive program to reduce GHGs of any state in the nation. Some legislation, such as the landmark A ssembly Bill (AB) 32, California Global Warming Solutions Act of 2006, was specifically enacted to address GHG emissions.
Other legislation, such as Title 24 building efficiency standards and Title 20 appliance energy standards, were originally adopted for other purposes such as energy and water conservation, but also provide GHG reductions. This section describes the major provisions of the legislation.
Assembly Bill 32 (California Global Warming Solutions Act of 2006)
AB 32 instructs the CARB to develop and enforce regulations for the reporting and verification of statewide GHG emissions. AB 32 also directed CARB to set a GHG emissions limit based on 1990 levels, to be achieved by 2020. It set a timeline for adopting a scoping plan for achieving GHG reductions in a technologically and economically feasible manner.
2017 CARB Scoping Plan
CARB adopted the Scoping Plan to achieve the goals of AB 32. The Scoping Plan establishes an overall framework for the measures that would be adopted to reduce California’s GHG emissions. CARB determined that achieving the 1990 emissions level would require a reduction of GHG emissions of approximately 29 percent below what would otherwise occur in 2020 in the absence of new laws and regulations (referred to as “business-as-usual”).5 The Scoping Plan evaluates opportunities for sector- specific reductions, integrates early actions and additional GHG reduction measures by both CARB and the State’s Climate Action Team, identifies additional measures to be pursued as regulations, and outlines the adopted role of a cap-and-trade program.6 Additional development of these measures and adoption of the appropriate regulations occurred through the end of 2013. The following key elements of the Scoping Plan include:
• Expanding and strengthening existing energy efficiency programs, as well as building and appliance standards.
• Achieving a statewide renewables energy mix of 33 percent by 2020. • Developing a California cap-and-trade program that links with other programs to create a regional market system and caps sources contributing 85 percent of California’s GHG emissions (adopted in 2011).
• Establishing targets for transportation-related GHG emissions for regions throughout California and pursuing policies and incentives to achieve those targets (several sustainable community strategies have been adopted).
• Adopting and implementing measures pursuant to existing State laws and policies, including California’s clean car standards, heavy-duty truck measures, the Low Carbon Fuel Standard
5 CARB defines business-as-usual (BAU) in its Scoping Plan as emissions levels that would occur if California continued to grow and add new GHG emissions but did not adopt any measures to reduce emissions. Projections for each emission-generating sector were compiled and used to estimate emissions for 2020 based on 2002–2004 emissions intensities. Under CARB’s definition of BAU, new growth is assumed to have the same carbon intensities as was typical from 2002 through 2004. 6 The Climate Action Team, led by the secretary of the California Environmental Protection Agency, is a group of State agency secretaries and heads of agencies, boards, and departments. Team members work to coordinate statewide efforts to implement global warming emissions reduction programs and the State’s Climate Adaptation Strategy.
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(amendments to the Pavley Standard adopted 2009; Advanced Clean Car standard adopted 2012 [LCFS]), and goods movement measures.
• Creating targeted fees, including a public goods charge on water use, fees on gasses with high global warming potential, and a fee to fund the administrative costs of the State of California’s long-term commitment to AB 32 implementation.
The California Sustainable Freight Action Plan was developed in 2016 and provides a vision for California’s transition to a more efficient, more economically competitive, and less polluting freight transport system.
This transition of California’s freight transport system is essential to supporting the State’s economic development in coming decades while reducing pollution.
CARB’s Mobile Source Strategy demonstrates how the State can simultaneously meet air quality standards, achieve GHG emission reduction targets, decrease health risk from transportation emissions, and reduce petroleum consumption over the next fifteen years. The mobile Source Strategy includes increasing ZEV buses and trucks.
In 2012, CARB released revised estimates of the expected 2020 emissions reductions. The revised analysis relied on emissions projections updated in light of current economic forecasts that accounted for the economic downturn since 2008, reduction measures already approved and put in place relating to future fuel and energy demand, and other factors. This update reduced the projected 2020 emissions from 596 million metric tons of CO2e (MMTCO2e) to 545 MMTCO2e. The reduction in forecasted 2020 emissions means that the revised business-as-usual reduction necessary to achieve AB 32’s goal of reaching 1990 levels by 2020 is now 21.7 percent, down from 29 percent. CARB also provided a lower 2020 inventory forecast that incorporated State-led GHG emissions reduction measures already in place. The reduction in forecasted 2020 emissions means that the revised business-as-usual reduction necessary to achieve AB 32’s goal of reaching 1990 levels by 2020 is now 21.7 percent, down from 29 percent. CARB also provided a lower 2020 inventory forecast that incorporated State-led GHG emissions reduction measures already in place. When this lower forecast is considered, the necessary reduction from business-as-usual needed to achieve the goals of AB 32 is approximately 16 percent.
CARB adopted the first major update to the Scoping Plan on May 22, 2014. The updated Scoping Plan summarizes the most recent science related to climate change, including anticipated impacts to California and the levels of GHG emissions reductions necessary to likely avoid risking irreparable damage. It identifies the actions California has already taken to reduce GHG emissions and focuses on areas where further reductions could be achieved to help meet the 2020 target established by AB 32.
In 2016, the Legislature passed Senate Bill (SB) 32, which codifies a 2030 GHG emissions reduction target of 40 percent below 1990 levels. With SB 32, the Legislature passed companion legislation, AB 197, which provides additional direction for developing the Scoping Plan. On December 14, 2017 CARB adopted a second update to the Scoping Plan.7 The 2017 Scoping Plan details how the State will reduce GHG emissions to meet the 2030 target set by Executive Order B-30-15 and codified by SB 32. Other objectives listed in the 2017 Scoping plan are to provide direct GHG emissions reductions; support climate investment in disadvantaged communities; and support other Federal actions.
7 California Air Resources Board, California’s 2017 Climate Change Scoping Plan, https://www.arb.ca.gov/cc/scopingplan/scoping_plan_2017.pdf , accessed November 6, 2022.
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2022 CARB Scoping Plan
CARB adopted the 2022 Scoping Plan for Achieving Carbon Neutrality (2022 Scoping Plan) on December 15, 2022.8 The 2022 Scoping Plan sets a path to achieve targets for carbon neutrality and reduce anthropogenic GHG emissions by 85 percent below 1990 levels by 2045 in accordance with AB 1279. To achieve the targets of AB 1279, the 2022 Scoping Plan relies on existi ng and emerging fossil fuel alternatives and clean technologies, as well as carbon capture and storage. Specifically, the 2022 Scoping Plan focuses on zero-emission (ZE) transportation; phasing out use of fossil fuel use for heating homes and buildings (e.g., natural gas); reducing chemical and refrigerants with high GWP; providing communities with sustainable options for walking, biking, and public transit; displacement of fossil fuel - fired electrical generation through use of renewable energy alternatives (e.g., solar arrays and wind turbines); and scaling up new options such as green hydrogen. The 2022 Scoping Plan sets one of the most aggressive approaches to reach carbon neutrality in the world. Unlike the 2017 Scoping Plan, CARB no longer includes a numeric per capita threshold and instead advocates for compliance with a local GHG reduction strategy (i.e., Climate Action Plan) consistent with the California Environmental Quality Act (CEQA) Guidelines Section 15183.5.
The key elements of the 2022 CARB Scoping Plan focus on transportation. Specifically, the 2022 Scoping Plan aims to rapidly move towards ZE transportation (i.e., electrifying cars, buses, trains, and trucks), which constitutes California’s single largest source of GHGs. The regulations that impact the transportation sector are adopted and enforced by CARB on vehicle manufacturers and are outside the jurisdiction and control of local governments. The 2022 Scoping Plan accelerates development of new regulations as well as amendments to strengthen regulations and programs already in place.
Included in the 2022 Scoping Plan is a set of Local Actions (2022 Scoping Plan Appendix D) aimed at providing local jurisdictions with tools to reduce GHGs and assist the state in meeting the ambitious targets set forth in the 2022 Scoping Plan. Appendix D to the 2022 Scoping Plan includes a section on evaluating plan-level and project-level alignment with the State’s Climate Goals in CEQA GHG analyses. In this section, CARB identifies several recommendations and strategies that should be considered for new development in order to determine consistency with the 2022 Scoping Plan. Notably, this section is focused on Residential and Mixed-Use Projects.9 CARB specifically states that Appendix D does not address other land uses (e.g., industrial).10 However, CARB plans to explore new approaches for other land use types in the future.11
Advanced Clean Cars I and II
Advanced Clean Cars combines several regulations into one package including the Low -Emission Vehicle (LEV) criteria and greenhouse gas regulations and the ZEV regulation. Advanced Clean Cars I was adopted in 2012 and Advanced Clean Cars II was adopted in 2022. These regulations rapidly scale down emissions of light-duty passenger cars, pickup trucks and SUVs and require an increased number of zero-emission vehicles to meet air quality and climate change emissions goals. By 2035 all new passenger cars, truck s
8 California Air Resources Board, 2022 Scoping Plan for Achieving Carbon Neutrality, November 2022. 9 California Air Resources Board, 2022 Scoping Plan for Achieving Carbon Neutrality, Appendix D: Local Actions, Page 21, November 2022.
10 California Air Resources Board, 2022 Scoping Plan for Achieving Carbon Neutrality, Appendix D: Local Actions, Page 4, November 2022.
11 California Air Resources Board, 2022 Scoping Plan for Achieving Carbon Neutrality, Appendix D: Local Actions, Page 21, November 2022.
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and SUVs sold in California will be ZE. The Advanced Clean Cars II regulations take the State’s already growing ZEV market and robust motor vehicle emission control rules and augments them to meet more aggressive tailpipe emissions standards and ramp up to 100% ZEVs. On May 22, 2025, the U.S. Senate voted to revoke the waiver granted by the Biden administration for the State’s Advanced Clean Car II program. On June 12, 2025, the Trump administration formally nullified the State’s Advanced Clean Car II program.
Advanced Clean Truck Regulation
CARB adopted the Advanced Clean Truck Regulation in June 2020 requiring truck manufacturers to transition from diesel trucks and vans to electric ZE trucks beginning in 2024. By 2045, every new truck sold in California is required to be ZE. This rule directly addresses disproportionate risks and health and pollution burdens and puts California on the path for an all ZE short-haul drayage fleet in ports and railyards by 2035, and ZE “last-mile” delivery trucks and vans by 2040. The Advanced Clean Truck Regulation accelerates the transition of ZE medium-and heavy-duty vehicles from Class 2b to Class 8. The regulation has two components including a manufacturer sales requirement, and a reporting requirement:
• ZE Truck Sales: Manufacturers who certify Class 2b through 8 chassis or complete vehicles with combustion engines are required to sell ZE trucks as an increasing percentage of their annual California sales from 2024 to 2035. By 2035, ZE truck/chassis sales need to be 55 percent of Class 2b – 3 truck sales, 75 percent of Class 4 – 8 straight truck sales, and 40 percent of truck tractor sales.
• Company and Fleet Reporting: Large employers including retailers, manufacturers, brokers and others would be required to report information about shipments and shuttle services. Fleet owners, with 50 or more trucks, would be required to report about their existing fleet operations.
This information would help identify future strategies to ensure that fleets purchase available zero-emission trucks and place them in service where suitable to meet their needs.
The Advanced Clean Truck regulation was granted a separate waiver in 2023 by the Biden administration.
On May 22, 2025, the U.S. Senate voted to revoke the waiver granted by the Biden administration for the State’s Advanced Clean Truck regulation. On June 12, 2025, the Trump administration formally nullified the State’s Advanced Clean Truck regulation.
Advanced Clean Fleets Regulation
CARB approved the Advanced Clean Fleets Regulation on April 28, 2023, which requires fleet owners to begin transitioning toward ZEVs starting in 2024. Due to the impact that truck traffic has on residents living near heavily trafficked corridors, drayage trucks will need to be ZE by 2035. All other fleet owners have the option to transition a percentage of their vehicles to meet expected zero -emission milestones, which gives owners the flexibility to continue operating combustion -powered vehicles as needed during the move toward cleaner technology.
On January 13, 2025, California withdrew its request for federal approval of the Advanced Clean Fleets regulation and is evaluating next steps. CARB will not enforce portions of the regulation requiring federal
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authorization, such as those affecting high-priority and drayage fleets. However, State and local government fleet requirements remain unchanged.12
Senate Bill 32 (California Global Warming Solutions Act of 2006: Emissions Limit)
Signed into law in September 2016, SB 32 codifies the 2030 GHG reduction target in Executive Order B- 30-15 (40 percent below 1990 levels by 2030). The bill authorizes CARB to adopt an interim GHG emissions level target to be achieved by 2030. CARB also must adopt rules and regulations in an open public process to achieve the maximum, technologically feasible, and cost-effective GHG reductions.
With SB 32, the Legislature passed companion legislation, AB 197, which provides additional direction for developing the Scoping Plan. On December 14, 2017, CARB adopted a second update to the Scoping Plan (CARB, 2017b). The 2017 Scoping Plan details how the State will reduce GHG emissions to meet the 2030 target set by Executive Order B-30-15 and codified by SB 32. Other objectives listed in the 2017 Scoping Plan are to provide direct GHG emissions reductions; support climate investment in disadvantaged communities; and other federal actions.
SB 375 (The Sustainable Communities and Climate Protection Act of 2008)
Signed into law on September 30, 2008, SB 375 provides a process to coordinate land use planning, regional transportation plans, and funding priorities to help California meet the GHG reduction goals established by AB 32. SB 375 requires metropolitan planni ng organizations to include sustainable community strategies in their regional transportation plans for reducing GHG emissions, aligns planning for transportation and housing, and creates specified incentives for the implementation of the strategies.
AB 1493 (Pavley Regulations and Fuel Efficiency Standards)
AB 1493, enacted on July 22, 2002, required CARB to develop and adopt regulations that reduce GHGs emitted by passenger vehicles and light duty trucks. Implementation of the regulation was delayed by lawsuits filed by automakers and by the EPA’s denial of an implementation waiver. The EPA subsequently granted the requested waiver in 2009, which was upheld by the by the U.S. District Court for the District of Columbia in 2011. The regulations establish one set of emission standards for model years 2009–2016 and a second set of emissions standards for model years 2017 to 2025. By 2025, when all rules will be fully implemented, new automobiles will emit 34 percent fewer CO2e emissions and 75 percent fewer smog- forming emissions.
SB 1368 (Emission Performance Standards)
SB 1368 is the companion bill of AB 32, which directs the California Public Utilities Commission (CPUC) to adopt a performance standard for GHG emissions for the future power purchases of California utilities. SB 1368 limits carbon emissions associated with electrical energy consumed in California by forbidding procurement arrangements for energy longer than 5 years from resources that exceed the emissions of a relatively clean, combined cycle natural gas power plant. The new law effectively prevents Califo rnia’s utilities from investing in, otherwise financially supporting, or purchasing power from new coal plants
12 California Air Resources Board, ACF Waiver Update. Available at: https://ww2.arb.ca.gov/our-work/programs/advanced-clean- fleets. Accessed November 6, 2025.
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located in or out of the State. The CPUC adopted the regulations required by SB 1368 on August 29, 2007.
The regulations implementing SB 1368 establish a standard for baseload generation owned by, or under long-term contract to publicly owned utilities, for 1,100 pounds of CO2 per megawatt-hour.
SB 1078, SB 107, and SBX1-2 (Renewable Electricity Standards)
SB 1078 requires California to generate 20 percent of its electricity from renewable energy by 2017. SB 107 changed the due date to 2010 instead of 2017. On November 17, 2008, Governor Arnold Schwarzenegger signed Executive Order S-14-08, which established a Renewable Portfolio Standard target for California requiring that all retail sellers of electricity serve 33 percent of their load with renewable energy by 2020. Executive Order S-21-09 also directed CARB to adopt a regulation by July 31, 2010, requiring the State’s load serving entities to meet a 33 percent renewable energy target by 2020. CARB approved the Renewable Electricity Standard on September 23, 2010 by Resolution 10-23. SBX1-2, which codified the 33 percent by 2020 goal.
SB 350 (Clean Energy and Pollution Reduction Act of 2015)
Signed into law on October 7, 2015, SB 350 implements the goals of Executive Order B -30-15. The objectives of SB 350 are to increase the procurement of electricity from renewable sources from 33 percent to 50 percent (with interim targets of 40 percent by 2024, and 25 percent by 2027) and to double the energy efficiency savings in electricity and natural gas end uses of retail customers through energy efficiency and conservation. SB 350 also reorganizes the I ndependent System Operator to develop more regional electricity transmission markets and improve accessibility in these markets, which will facilitate the growth of renewable energy markets in the western United States.
AB 398 (Market-Based Compliance Mechanisms)
Signed on July 25, 2017, AB 398 extended the duration of the Cap-and-Trade program from 2020 to 2030.
AB 398 required CARB to update the Scoping Plan and for all GHG rules and regulations adopted by the State. It also designated CARB as the statewide regul atory body responsible for ensuring that California meets its statewide carbon pollution reduction targets, while retaining local air districts’ responsibility and authority to curb toxic air contaminants and criteria pollutants from local sources that sev erely impact public health. AB 398 also decreased free carbon allowances over 40 percent by 2030 and prioritized Cap- and-Trade spending to various programs including reducing diesel emissions in impacted communities.
SB 150 (Regional Transportation Plans)
Signed on October 10, 2017, SB 150 aligns local and regional GHG reduction targets with State targets (i.e., 40 percent below their 1990 levels by 2030). SB 150 creates a process to include communities in discussions on how to monitor their regions’ progress on meeting these goals. The bill also requires the CARB to regularly report on that progress, as well as on the successes and the challenges regions experience associated with achieving their targets. SB 150 provides for accounting of climate change efforts and GHG reductions and identify effective reduction strategies.
SB 100 (California Renewables Portfolio Standard Program: Emissions of Greenhouse Gases)
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Signed into Law in September 2018, SB 100 increased California’s renewable electricity portfolio from 50 to 60 percent by 2030. SB 100 also established a further goal to have an electric grid that is entirely powered by clean energy by 2045.
AB 1346 (Air Pollution: Small Off -Road Engines)
Signed into Law in October 2021, AB 1346 requires CARB, to adopt cost-effective and technologically feasible regulations to prohibit engine exhaust and evaporative emissions from new small off-road engines, consistent with federal law, by July 1, 2022. The bill requires CARB to identify and, to the extent feasible, make available funding for commercial rebates or similar incentive funding as part of any updates to existing applicable funding program guidelines to local air pollution control districts and ai r quality management districts to implement to support the transition to zero-emission small off-road equipment operations.
AB 1279 (The California Climate Crisis Act)
AB 1279 establishes the policy of the State to achieve carbon neutrality as soon as possible, but no later than 2045; to maintain net negative GHG emissions thereafter; and to ensure that by 2045 statewide anthropogenic GHG emissions are reduced at least 8 5 percent below 1990 levels. The bill requires CARB to ensure that Scoping Plan updates identify and recommend measures to achieve carbon neutrality, and to identify and implement policies and strategies that enable CO2 removal solutions and carbon capture, utilization, and storage technologies.
SB 1020 (100 Percent Clean Electric Grid)
Signed on September 16, 2022, SB 1020 provides additional goals for the path to the 2045 goal of 100 percent clean electricity retail sales. It creates a target of 90 percent clean electricity retail sales by 2035 and 95 percent clean electricity retail sales by 2040.
SB 905 (Carbon Sequestration Program)
Signed on September 16, 2022, SB 905 establishes regulatory framework and policies that involve carbon removal, carbon capture, utilization, and sequestration. It also prohibits the injecting of concentrated carbon dioxide fluid into a Class II injection well for the purpose of enhanced oil recovery.
AB 1757 (Nature-Based Solutions)
Signed on September 16, 2022, AB 1757 requires State agencies to develop a range of targets for natural carbon sequestration and nature-based climate solutions that reduce GHG emissions to meet the 2030, 2038, and 2045 goals which would be integrated into a scoping plan addressing natural and working lands.
CARB Advanced Clean Truck Regulation
CARB adopted the Advanced Clean Truck Regulation in June 2020 requiring truck manufacturers to transition from diesel trucks and vans to electric zero-emission trucks beginning in 2024. By 2045, every new truck sold in California is required to be zero-emission. This rule directly addresses disproportionate risks and health and pollution burdens and puts California on the path for an all zero-emission short-haul drayage fleet in ports and railyards by 2035, and zero-emission “last-mile” delivery trucks and vans by 2040. The Advanced Clean Truck Regulation accelerates the transition of zero-emission medium-and heavy-duty vehicles from Class 2b to Class 8. The regulation has two components including a manufacturer sales requirement, and a reporting requirement:
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• Zero-Emission Truck Sales: Manufacturers who certify Class 2b through 8 chassis or complete vehicles with combustion engines are required to sell zero-emission trucks as an increasing percentage of their annual California sales from 2024 to 2035. By 2035, zero-emission truck/chassis sales need to be 55 percent of Class 2b – 3 truck sales, 75 percent of Class 4 – 8 straight truck sales, and 40 percent of truck tractor sales.
• Company and Fleet Reporting: Large employers including retailers, manufacturers, brokers and others would be required to report information about shipments and shuttle services. Fleet owners, with 50 or more trucks, would be required to report about their existing fleet operations.
This information would help identify future strategies to ensure that fleets purchase available zero-emission trucks and place them in service where suitable to meet their needs.
On January 13, 2025, CARB withdrew its requests for CAA waivers from the U.S. EPA needed to support four adopted vehicle emissions regulations: (1) the Advanced Clean Fleets Regulations; 2) the In-Use Locomotive Regulations; 3) part of the Commercial Harbor Craft and Ocean-Going Vessels At-Berth Regulations; and 4) part of the Transport Refrigeration Unit Engine Standards Regulations. The implementation of these regulations is currently unknown.
Executive Orders Related to GHG Emissions
California’s Executive Branch has taken several actions to reduce GHGs using executive orders. Although not regulatory, they set the tone for the State and guide the actions of state agencies.
Executive Order S-3-05. Executive Order S-3-05 was issued on June 1, 2005, which established the following GHG emissions reduction targets:
• By 2010, reduce GHG emissions to 2000 levels.
• By 2020, reduce GHG emissions to 1990 levels.
• By 2050, reduce GHG emissions to 80 percent below 1990 levels.
The 2050 reduction goal represents what some scientists believe is necessary to reach levels that will stabilize the climate. The 2020 goal was established to be a mid-term target. Because this is an executive order, the goals are not legally enforceable for local governments or the private sector.
Executive Order S-01-07. Issued on January 18, 2007, Executive Order S 01-07 mandates that a statewide goal shall be established to reduce the carbon intensity of California’s transportation fuels by at least 10 percent by 2020. The executive order established a Low Carbon Fuel Standard (LCFS) and directed the Secretary for Environmental Protection to coordinate the actions of the California Energy Commission, CARB, the University of California, and other agencies to develop and propose protocols for measuring the “life-cycle carbon intensity” of transportation fuels. CARB adopted the LCFS on April 23, 2009.
Executive Order S-13-08. Issued on November 14, 2008, Executive Order S-13-08 facilitated the California Natural Resources Agency development of the 2009 California Climate Adaptation Strategy. Objectives include analyzing risks of climate change in California, identifying and exp loring strategies to adapt to climate change, and specifying a direction for future research.
Executive Order S-14-08. Issued on November 17, 2008, Executive Order S-14-08 expands the State’s Renewable Energy Standard to 33 percent renewable power by 2020. Additionally, Executive Order S-21-
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09 (signed on September 15, 2009) directs CARB to adopt regulations requiring 33 percent of electricity sold in the State come from renewable energy by 2020. CARB adopted the Renewable Electricity Standard on September 23, 2010, which requires 33 percent renewable energy by 2020 for most publicly owned electricity retailers.
Executive Order S-21-09. Issued on July 17, 2009, Executive Order S-21-09 directs CARB to adopt regulations to increase California's RPS to 33 percent by 2020. This builds upon SB 1078 (2002), which established the California RPS program, requiring 20 percent renewable energy by 2017, and SB 107 (2006), which advanced the 20 percent deadline to 2010, a goal which was expanded to 33 percent by 2020 in the 2005 Energy Action Plan II.
Executive Order B-30-15. Issued on April 29, 2015, Executive Order B-30-15 established a California GHG reduction target of 40 percent below 1990 levels by 2030 and directs CARB to update the Climate Change Scoping Plan to express the 2030 target in terms of million metric tons of CO2e (MMTCO2e). The 2030 target acts as an interim goal on the way to achieving reductions of 80 percent below 1990 levels by 2050, a goal set by Executive Order S-3-05. The executive order also requires the State’s climate adaptation plan to be updated every three years and for the State to continue its climate change research program, among other provisions. With the enactment of SB 32 in 2016, the Legislature codified the goal of reducing GHG emissions by 2030 to 40 percent below 1990 levels.
Executive Order B-55-18. Issued on September 10, 2018, Executive Order B-55-18 establishes a goal to achieve carbon neutrality as soon as possible, and no later than 2045, and achieve and maintain net negative emissions thereafter. This goal is in addition to the existing statewid e targets of reducing GHG emissions. The executive order requires CARB to work with relevant state agencies to develop a framework for implementing this goal. It also requires CARB to update the Scoping Plan to identify and recommend measures to achieve carbon neutrality. The executive order also requires state agencies to develop sequestration targets in the Natural and Working Lands Climate Change Implementation Plan.
Executive Order N-79-20. Signed in September 2020, Executive Order N-79-20 establishes as a goal that where feasible, all new passenger cars and trucks, as well as all drayage/cargo trucks and off-road vehicles and equipment, sold in California, will be ZE by 2035. The executive order sets a similar goal requiring that all medium and heavy-duty vehicles will be ZE by 2045 where feasible. It also directs CARB to develop and propose rulemaking for passenger vehicles and trucks, medium-and heavy-duty fleets where feasible, drayage trucks, and off-road vehicles and equipment “requiring increasing volumes” of new ZEVs “towards the target of 100 percent.” The executive order directs the California Environmental Protection Agency, the California Geologic Energy Management Division, and the California Natural Resources Agency to transition and repurpose oil production facilities with a goal toward meeting carbon neutrality by 2045. Executive Order N-79-20 builds upon the CARB Advanced Clean Trucks regulation, which was adopted by CARB in July 2020. On May 22, 2025, the U.S. Senate voted to revoke the waivers granted by the Biden administration for the Advanced Clean Cars II program and Advanced Clean Trucks regulation.
On June 12, 2025, the Trump Administration formally nullified the Advanced Clean Cars II program and the Advanced Clean Trucks regulation. Therefore, implementation of these regulations is currently unknown.
Executive Order N-27-25. Signed on June 12, 2025, Executive Order N-27-25 reaffirms California’s commitment to advancing ZEVs and the GHG emission targets established in Executive Order N -79-20.
The executive order directed CARB to develop an Advanced Clean Cars III program, consi stent with State and federal laws, and work with manufacturers that continue to follow the Advanced Clean Cars II
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program, Advanced Clean Trucks regulation, and Heavy-Duty Omnibus regulation. The executive order required the CARB, California Energy Commission, Governor’s Office of Business and Economic Development, California State Transportation Agency, and Department of Consumer Affairs to identify additional actions that advance would advance ZEV adoption in the State.
California Regulations and Building Codes
California has a long history of adopting regulations to improve energy efficiency in new and remodeled buildings. These regulations have kept California’s energy consumption relatively flat even with rapid population growth.
Title 20 Appliance Efficiency Regulations. The appliance efficiency regulations (California Code of Regulations [CCR] Title 20, Sections 1601-1608) include standards for new appliances. Twenty-three categories of appliances are included in the scope of these regulations. These standards include minimum levels of operating efficiency, and other cost-effective measures, to promote the use of energy- and water-efficient appliances.
Title 24 Building Energy Efficiency Standards. California’s Energy Efficiency Standards for Residential and Nonresidential Buildings (CCR Title 24, Part 6) was first adopted in 1978 in response to a legislative mandate to reduce California’s energy consumption. The standards are updated periodically to allow consideration and possible incorporation of new energy efficient technologies and methods. Energy efficient buildings require less electricity; therefore, increased energy efficiency reduces fossil fuel consumption and decreases GHG emissions. The California Energy Commission adopted the 2022 Energy Code on August 11, 2021, which was subsequently approved by the California Building Standards Commission for inclusion into the California Building Standards Code. The 2022 Title 24 standards will result in less energy use, thereby reducing air pollutant emissions associated with energy consumption across California. For example, the 2022 Title 24 standards will require efficient electric heat pumps, establishes electric-ready requirements for new homes, expands solar photovoltaic and battery storage standards, and strengthens ventilation standards.
Title 24 California Green Building Standards Code . The California Green Building Standards Code (CCR Title 24, Part 11 code) commonly referred to as the CALGreen Code, is a statewide mandatory construction code developed and adopted by the California Building Standards Commission and the Department of Housing and Community Development. The CALGreen standards require new residential and commercial buildings to comply with mandatory measures under the topics of planning and design, energy efficiency, water efficiency/conservation, material conservation and resource efficiency, and environmental quality.
CALGreen also provides voluntary tiers and measures that local governments may adopt that encourage or require additional measures in the five green building topics. The most recent update to the CALGreen Code went into effect January 1, 2023 (2022 CALGreen). The 2022 CALGreen standards continue to improve upon the existing standards for new construction of, and additions and alterations to, residential and nonresidential buildings.
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3.3 Regional
Southern California Association of Governments
The Southern California Association of Governments (SCAG) updates Connect SoCal, the Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS), every four years. The most recent Connect SoCal (2024-2050 RTP/SCS) is a long-range vision plan for a more resilient and equitable future and contains policies and strategies for achieving the region’s shared goals through 2050.13 On May 10, 2024, the Federal Highway Administration and the Federal Transit Administration completed their review and determined the 2024–2050 RTP/SCS conformed with the applicable State Implementation Plan. The RTP/SCS charts a course for closely integrating land use and transportation so that the region can grow smartly and sustainably. The strategy was prepared through a collaborative, continuous, and comprehensive process with input from local governments, county transportation commissions, tribal governments, non-profit organizations, businesses, and local stakeholders within the counties of Imperial, Los Angeles, Orange, Riverside, San Bernardino, and Ventura. The RTP/SCS is a long-range vision plan that balances future mobility and housing needs with economic, environmental, and public health goals. The SCAG region strives toward sustainability through integrated land use and transportation planning. The SCAG region must achieve specific federal air quality standards and is required by state law to lo wer regional GHG emissions. Per SB 375, CARB has set GHG reduction targets at 8 percent below 2005 per capita emissions levels by 2020, and 19 percent below 2005 per capita emissions levels by 2035.
3.4 Local
City of Bellflower Climate Action Plan
The City of Bellflower approved its Climate Action Plan (CAP) in December 2012. The CAP states the goal of reducing GHG emissions 17 percent below the 2020 levels by 2030. This will be done with outlined actions and some of these are described below:
Goals
• Reduce GHG emissions by following outlined reduction strategies • Meet voluntary statewide emissions targets outlined in the California Climate Action Scoping Plan and Executive Order S-03-05
• Monitor progress towards Greenhouse Gas Emissions targets through improving connectivity and land use patterns, transportation modes and systems, incorporating energy efficiency standards, increasing the City’s renewable energy supply, and devising adaptation measures.
13 Southern California Association of Governments, Connect SoCal (2024 – 2050 Regional Transportation Plan/Sustainable Communities Strategy), 2024.
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4 SIGNIFICANCE CRITERIA AND METHODOLOGY
4.1 Thresholds and Significance Criteria
Addressing GHG emissions generation impacts requires an agency to determine what constitutes a significant impact. The amendments to the CEQA Guidelines specifically allow lead agencies to determine thresholds of significance that illustrate the extent of an impact and are a basis from which to apply mitigation measures. This means that each agency is left to determine whether a project’s GHG emissions will have a “significant” impact on the environment. The guidelines direct that agencies are to use “careful judgment” and “make a good-faith effort, based to the extent possible on scientific and factual data, to describe, calculate or estimate” the project’s GHG emissions.14
Based upon the criteria derived from Appendix G of the CEQA Guidelines, a project normally would have a significant effect on the environment if it would:
• Generate GHG emissions, either directly or indirectly, that may have a significant impact on the environment, based on any applicable threshold of significance; or • Conflict with any applicable plan, policy or regulation of an agency adopted for the purpose of reducing the emissions of GHGs.
The Appendix G thresholds for GHG emissions do not prescribe specific methodologies for performing an assessment, do not establish specific thresholds of significance, and do not mandate specific mitigation measures. Rather, the CEQA Guidelines emphasize the lead agency’s discretion to determine the appropriate methodologies and thresholds of significance consistent with the manner in which other impact areas are handled in CEQA.
CEQA Guidelines Section 15064.4 provides that a lead agency shall make a good-faith effort, based to the extent possible on scientific and factual data, to describe, calculate, or estimate the amount of GHG emissions resulting from a project. It also states that the lead agency shall have the discretion to determine, in the context of a particular project, whether to: (1) quantify GHG emissions resulting from a project; and/or (2) rely on a qualitative analysis or performance -based standards. Lead agencies should consider several factors when determining the significance of GHG emissions from a project: the extent to which the project may increase or reduce GHG emissions as compared to the existing environmental setting; whether a project exceeds a significance threshold that the lead agency determines applies to the project; and the extent to which the project complies with regulations or requirements adopted to implement a statewide, regional or local plan for the reduction or mitigation of GHG emissions.
CEQA Guidelines Section 15064.4 does not establish a threshold of significance. Lead agencies have the discretion to establish significance thresholds for their respective jurisdictions, and in establishing those thresholds, a lead agency may appropriately look to thresholds developed by other public agencies, or suggested by other experts, such as the California Air Pollution Control Officers Association (CAPCOA), as long as any threshold chosen is supported by substantial evidence (see CEQA Guidelines Section 15064.7(c)). The CEQA Guidelines also clarify that the effects of GHG emissions are cumulative and should be analyzed in the context of CEQA’s requirements for cumulative impact analysis (see CEQA Guidelines Section 15130(f)). As a note, the CEQA Guidelines were amended in response to SB 97. In particular, the
14 14 California Code of Regulations, Section 15064.4a
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CEQA Guidelines were amended to specify that compliance with a GHG emissions reduction plan renders a cumulative impact insignificant.
Per CEQA Guidelines Section 15064(h)(3), a project’s incremental contribution to a cumulative impact can be found not cumulatively considerable if the project would comply with an approved plan or mitigation program that provides specific requirements that would avoid or substantially lessen the cumulative problem within the geographic area of the project.15 To qualify, such plans or programs must be specified in law or adopted by the public agency with jurisdiction over the affected resources through a public review process to implement, interpret, or make specific the law enforced or administered by the pub lic agency.16 Examples of such programs include “water quality control plan, air quality attainment or maintenance plan, integrated waste management plan, habitat conservation plan, natural community conservation plans [and] plans or regulations for the reduction of greenhouse gas emissions.”17 Therefore, CEQA Guidelines Section 15064(h)(3) allows a lead agency to make a finding of a less than significant.
CEQA Guidelines Section 15064.4(b)(2) allows the City to determine a threshold of significance that applies to the Project, and accordingly the threshold of significance applied here is whether the Project complies with applicable plans, policies, regulati ons, and requirements adopted to implement a statewide, regional, or local plan for the reduction or mitigation of GHG emissions. The City has not adopted a numeric threshold for the analysis of GHG impacts. Therefore, this analysis considers qualitative consistency with State GHG reduction goals as articulated in the 2022 Scoping Plan, SCAG 2024-2050 RTP/SCS, and the City of Bellflower CAP.
4.2 Methodology
Amendments to State CEQA Guidelines Section 15064.4 were adopted to assist lead agencies in determining the significance of the impacts of GHG emissions. Consistent with existing CEQA practice, Section 15064.4 gives lead agencies the discretion to determine whether to quantify GHGs resulting from a project and/or rely on a qualitative analysis. The amendments to State CEQA Guidelines Section 15064.4 do not establish a threshold of significance; rather, lead agencies are granted discretion to establish significance thresholds for their respective jurisdictions, including looking to thresholds developed by other public agencies, or suggested by other experts, such as CAPCOA, as long as any threshold chosen is supported by substantial evidence (see State CEQA Guidelines Section 15064.7(c)). The CRNA has also clarified that the State CEQA Guidelines amendments focus on the effects of GHG emissions as cumulative impacts, and therefore GHG emissions should be analyzed in the context of CEQA’s requirements for cumulative impact analysis (see State CEQA Guidelines Section 15064(h)(3)).
The City has not formally adopted a uniform numerical significance threshold for assessing impacts related to GHG emissions or a local climate action plan for reducing GHG emissions. Similarly, SCAQMD, Governor’s Office of Land Use and Climate Innovation (LUCI) (formerly the Governor’s Office of Planning and Research (OPR), CARB, CAPCOA, nor has any other state or regional agency adopted a numerical significance threshold for assessing GHG emissions that is applicable to the Project. Since there is no applicable adopted or accepted numerical threshold of significance for GHG emissions, the methodology for evaluating the Project’s impacts related to GHG emissions focuses on its consistency with statewide,
15 14 California Code of Regulations, Section 15064(h)(3). 16 Ibid.
17 Ibid.
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regional, and local plans adopted for the purpose of reducing and/or mitigating GHG emissions. This evaluation of consistency with such plans is the sole basis for determining the significance of the Project’s GHG-related impacts on the environment. Based on CEQA case law, when no guidance exists, the lead agency may look to and assess general compliance with comparable regulatory schemes.18
In evaluating climate change impacts, the LUCI recommends consideration of the project’s consistency with the State’s long-term climate goals or strategies to reduce GHG emissions.19 The lead agency may also use modeling to estimate GHG emissions from a project.20 This allows a lead agency to quantify GHG emissions resulting from a project. Here, any quantification is for informational purposes and is not used for a comparative analysis or as a threshold of significance.
18 See Protect Historic Amador Waterways v. Amador Water Agency (2004) 116 Cal. App. 4th 1099, 1107 [“[A] lead agency’s use of existing environmental standards in determining the significance of a project’s environmental impacts is an effective means of promoting consistency in significance determinations and integrating CEQA environmental re view activities with other environmental program planning and resolution.””] Lead agencies can, and often do, use regulatory agencies’ performance standards. A project’s compliance with these standards usually is presumed to provide an adequate level of protection for environmental resources. See, e.g., Cadiz Land Co. v. Rail Cycle (2000) 83 Cal. App. 4th 74, 99 19 California Governor’s Office of Planning and Research. Proposed Updates to the CEQA Guidelines – Final. 2017. 20 CEQA Guidelines Section 15064.4.
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5 POTENTIA L IMPACTS AND MITIGATION
5.1 Greenhouse Gas Emissions
Threshold 5.1 Would the Project generate GHG emissions, either directly or indirectly, that could have a significant impact on the environment?
Threshold 5.2 Would the Project conflict with an applicable plan, policy, or regulation of an agency adopted for the purpose of reducing GHG emissions?
City of Bellflower Climate Action Plan
The City of Bellflower adopted a Climate Action Plan in 2012. The CAP discusses how the City would reduce GHG emissions based on AB 32 and the CARB’s 2008 Climate Change Scoping Plan. The CAP describes measures and standards that would be used to reduce overall City GHG emissions. Four strategies are outlined that would reduce GHG emissions – reducing building emissions, urban form and mobility, government operations, and preparing for climate change. Additionally, Climate Ready Development Standards were developed as part of the CAP and assign points on emission-reducing aspects of new developments. In order for a project to be compliant with the CAP, it must have at least 16 total points.
The points for the proposed Project are shown below in Table 2: Consistency with CAP Climate Ready Development Standards. The total points for the proposed Project would be 20, therefore the Project would be compliant with the City’s CAP.
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Table 2: Consistency with CAP Climate Ready Development Standards Standard Points
Available Consistency
Potential
Project
Points
Demonstrate the building will perform at least
15% better than the current Title 24. Three
additional points can be achieved if the building
will perform at least 30% better than the current
Title 24.
3-6 Not applicable. 0
Provide preferred parking for low-emitting and
fuel efficient vehicles for 5% of the total vehicle
parking or provide electric vehicle recharging
stations for 3% of the total vehicle capacity.
3 Applicable. 24 EV charging stalls
would be provided, which would
be 17% of total vehicle parking.
3 Hire a third-party commissioning agent to conduct
a commissioning audit of the building and verify
the building mechanical systems were installed
and operate correctly.
3 Not applicable. 0
Design and orient 75% or more new buildings such
that one axis is at least 1.5 times longer than the
other, and such that the longer axis is within 15
degrees of the geographical east/west axis. The
length to width ratio shall be applied only to the
length of walls enclosing conditioned spaces, walls
enclosing unconditioned spaces such as garages,
arcades or porches cannot contribute to standard
achievement. South facing vertical surfaces of
buildings counting towards standard achievement
must not be more than 25% shaded at time of
initial occupancy (measured at noon on December
21st).
3 Not applicable. 0
Implement a commute trip reduction program if
the project generates more than 50 jobs.
3 Not applicable. 0
Install solar energy generation to meet 35% of the
project’s energy demand. The solar panels should
be onsite, but can be located offsite and within the
City Limits, at the approval of the Planning
Director. Two additional points can be achieved
for meeting 50% of the project’s energy demand
through installed solar energy generation.
3-5 Not applicable. 0
Use porous materials on all paved areas except
fire lanes or specified fire access as required by the
Fire Department.
2 Not applicable. 0
All non-permeable paving materials shall be high
albedo materials with a Solar Reflectance index of
at least 29.
2 Not applicable. 0
If a new development is within a ½ mile of a transit
stop and requires off-street parking, parking must
be unbundled from the rental or for-sale cost.
2 Applicable. Project is within 0.25-
mile of City of Bellflower and LA
Metro bus lines.
2 Provide continuous rows of appropriately spaced
trees (every 25 feet) along all streets (or an
equivalent number of trees placed offsite at the
discretion of the Planning Director.) Trees shall be
of a type and nature that have broad canopies and
provide ample shade. Evergreen trees are
preferred. Palm trees shall be prohibited from
consideration towards this standard.
2 Not applicable. 0
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Table 2: Consistency with CAP Climate Ready Development Standards Standard Points
Available Consistency
Potential
Project
Points
If a façade faces a street or sidewalk, 30% or
greater of its continuous length shall not be blank
(without windows and doors). Walls with public
art installations such as murals may be exempted.
2 Not Applicable. 0
It is prohibited for more than 25% of the linear
street frontage of new buildings to be garages and
service bay openings.
2 Applicable. The Project does not
include garages or service bays.
2 New multi-unit developments must install
electricity, gas, and water meters for each unit.
2 Applicable. Each building on-site
would have their own electricity,
gas, and water meters.
2 Design and install landscaping to minimize
summer heat gain through: (1) the placement of
evergreen trees along the west façade of
buildings, (2) the placement of trees so as to shade
50% of the site’s hardscape within 5 years of
construction, and (3) a covenant recorded that
provides for the ongoing maintenance so as to
maintain the tree’s shade. Trees shall be of a type
and nature that have broad canopies and provide
ample shade. Evergreen trees are preferred. Palm
trees shall be prohibited from consideration
towards achieving this standard.
2 Not applicable. 0
Provide at least one secure, enclosed bicycle
storage space, separated and independent from
the required automobile parking areas, per
occupant for a percentage of the planned
occupancy and no less than one space per unit.
Points shall be achieved as follows: (a) For
provisions of spaces for 15% of planned
occupancy, 1 point; (b) For provision of spaces for
30% of planned occupancy, a total of 2 points; (c)
For provision of spaces for 45% of planned
occupancy, a total of 3 points: and (d) For
provision of spaces for 50% or more of planned
occupancy, a total of 4 points
1-4 Three long-term bike racks, each
with four single lockers, and three
short-term bike racks would be
provided for the proposed retail
building 2, 3, and 4. The proposed
buildings would have seven
tenants; therefore, bike storage
space would be provided for 43%
of planned occupancy.
2 Provide visitor bicycle racks on-site with at least
one bicycle space per 10,000 square feet of new
non-retail space or 5,000 square feet of retail
space but not fewer than four bicycle spaces per
building or 1 space per business (whichever is
greater).
2 Applicable. Three long-term bike
racks and three short-term bike
racks would be provided, and
there would be four retail
buildings for the proposed
Project.
2 Provide secure visitor bicycle racks on-site, with at least one bicycle space per 10 new dwelling units
and not less than four spaces per project site.
2 Applicable. Three long-term bike
racks and three short-term bike
racks would be provided.
2 Provide at least one on-site shower with changing
facility for any development with 100 or more new
workers and at least one additional on-site shower
with changing facility for every 150 new workers
thereafter.
2 Not applicable. 0
Provide at least one additional tree per unit above
what is required by code. Trees shall be of a type
and nature that have broad canopies and provide
ample shade. Evergreen trees are preferred. Palm
2 Not applicable. 0
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Table 2: Consistency with CAP Climate Ready Development Standards Standard Points
Available Consistency
Potential
Project
Points
trees shall be prohibited from consideration
towards achieving this standard.
Provide at least one tree per 500 square feet of
building area. Trees shall be of a type and nature
that have broad canopies and provide ample
shade. Evergreen trees are preferred. Palm trees
shall be prohibited from consideration towards
achieving this standard.
2 Not applicable. 0
Incorporate appropriate traffic calming features
such as curb extensions, mini-circles, parking
chicanes, roundabouts, medians, raised street
crossing or similar features. (Applies to projects
greater than 5 acres)
1 Not applicable. 0
Minimize the number of driveway cuts that
intersect with sidewalks and other pedestrian
walkways.
1 Not applicable. 0
Delineate crosswalks at every intersection within
½ mile of the project site. (Applies to projects
greater than 5 acres)
1 Not applicable. 0
Construct sidewalks on both sides of streets
(except where the Bellflower Municipal Code
exempts such) for frontage controlled by the
project applicant that is contiguous to the project
site.
1 Not applicable. 0
Create external pedestrian and bicycle
connections every 800 feet along the project
perimeter. (Applies to projects greater than 5
acres)
1 Not applicable. 0
Continue to divert 100% of all non-hazardous inert
construction and demolition debris for recycling
and salvage and divert 75% of all remaining
construction and demolition debris.
1 Not applicable. 0
Locate the majority entry points to new buildings
within a ¼ mile of a transit stop.
1 Applicable. The Project site is
located within 0.25-mile of City of
Bellflower and LA Metro bus lines.
1 Use salvaged, refurbished, or recycled materials
such that the sum of these materials constitutes at
least 5% based on cost, of the total value of
materials on the project. One additional point can
be achieved if the use of these materials
constitutes 10% of the total value of materials.
1-2 Not applicable. 0
Provide designated space, facilities, and services
for users to recycle and compost waste.
1 Applicable. Recycling bins would
be designated.
1 Use only high efficiency lighting. 1 Applicable. Proposed Project would comply with the most
current Title Energy Efficiency
Standards.
1 Meet at least 5% of a project’s indoor water use
through a combination of reclaimed water and
gray water. Providing plumbing for future
reclaimed water availability will meet the
requirement of this standard if reclaimed water is
not yet available at the site.
1 Not applicable. 0
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Table 2: Consistency with CAP Climate Ready Development Standards Standard Points
Available Consistency
Potential
Project
Points
Design landscaping for very low water use. 1 Potentially applicable. The Project would include approximately
28,987 sf of new landscaping area.
The landscaping type(s) will be
approved by the City.
1 Utilize artificial turf in place of grass. 1 Not applicable. 0 Use of efficient irrigation systems and weather-
based irrigation controllers.
1 Applicable. The Project would
comply with the City’s Water-
Efficient Landscaping Regulations
(Chapter 13.16 of the Bellflower
Municipal Code).
1 Provide at least one of the following sidewalk
amenities like benches, trash receptacles, drinking
fountains, and/or public art in a new mixed-use
and multi-family, for every 50 feet of sidewalk
frontage.
1 Not applicable. 0
Locate all new off-street surface parking lots at the
side or rear of buildings, leaving building frontages
facing streets free of surface parking lots. Side lot
parking shall be limited to double stacked drive
aisles.
1 Not applicable. 0
Total Potential Points
Compliance Point Threshold
Project Compliant with CAP
20 16
Yes
SCAG RTP/SCS Consistency
The 2024-2050 RTP/SCS was adopted on April 4, 2024 and is a long -range visioning plan that balances future mobility and housing needs with economic, environmental, and public health goals.21 The RTP/SCS embodies a collective vision for the region’s future and is developed with input from local governments, county transportation commissions, tribal governments, nonprofit organizations, businesses, and local stakeholders in the counties of Imperial, Los Angeles, Orange, Riverside, San Bernardino, and Ventura.
Under Senate Bill (SB) 375, SCAG’s 2024-2050 RTP/SCS establishes GHG emissions goals to reduce GHG emissions in the region by eight percent from 2005 levels by 2020 and by 2035. SCAG’s 2020-2045 RTP/SCS establishes GHG emissions goals for automobiles and light-duty trucks for 2020 and 2035 as well as an overall GHG target for the Project region consistent with both the target date of AB 32 and the post-2020 GHG reduction goals of Executive Orders 5-03-05 and B-30-15.
Implementation of the 2024-2050 RTP/SCS would add 181,200 new miles of transit revenue service, 4,000 new miles of bike lanes and 869 new miles to the Regional Express Lane Network. Strategic investments in infrastructure and transportation would improve access to employment centers and stimulate regional economic growth and opportunity in historically underserved areas. The RTP/SCS is an important planning document for the region, allowing public agencies to implement transportation projects in a coordinated
21 Southern California Association of Governments, Connect SoCal (2024 – 2050 Regional Transportation Plan/Sustainable Communities Strategy), 2024.
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manner while qualifying for federal and state funding. The RTP/SCS also supports local jurisdictions in making informed land use planning and housing development decisions.
The 2024-2050 RTP/SCS plan accounts for operations and maintenance costs to ensure reliability, longevity, and cost effectiveness. The 2024-2050 RTP/SCS is supported by a combination of transportation and land use strategies that help the region achieve state GHG emissions reduction goals and FCAA requirements, increased housing production, improved equity and resilience, the preservation of natural lands, improvement of public health, increased transportation safety, support for the region’s vital goods movement industries and more efficient use of resources. GHG emissions resulting from development- related mobile sources are the most potent source of emissions, and therefore project comparison to the 2024-2050 RTP/SCS is an appropriate indicator of whether the Project would inhibit the post-2020 GHG reduction goals promulgated by the state. The Project’s consistency with the 2024-2050 RTP/SCS RTP/SCS goals is analyzed in detail in Error! Reference source not found..
Table 3: 2024-2050 Regional Transportation Plan/Sustainable Communities Strategy Consistency SCAG Goals Compliance
Mobility: Build and maintain an integrated multimodal transportation network.
Support investments that are well-maintained and
operated, coordinated, resilient and result in improved safety, improved air quality and minimized greenhouse
gas emissions
N/A. This is not a project-specific policy and is therefore not applicable.
Ensure that reliable, accessible, affordable, and
appealing travel options are readily available, while
striving to enhance equity in the offerings in high-need communities
N/A. This is not a project-specific policy and is therefore not applicable.
Support planning for people of all ages, abilities, and backgrounds
N/A. This is not a project-specific policy and is therefore not applicable.
Communities: Develop, connect, and sustain communities that are livable and thriving Create human-centered communities in urban,
suburban, and rural settings to increase mobility
options and reduce travel distances
Consistent. The Project site is located in an urban area in proximity to existing community services located near State Route 91 (SR-91) and Interstate 605 (I-605). Additionally, City of Bellflower bus lines operate along Bellower Boulevard and Artesia Boulevard.
Produce and preserve diverse housing types in an effort to improve affordability, accessibility, and
opportunities for all households
N/A. The Project does not propose residential uses.
Environment: Create a healthy region for the people of today and tomorrow Develop communities that are resilient and can
mitigate, adapt to, and respond to chronic and acute
stresses and disruptions, such as climate change
Consistent. As discussed in the Air Quality Assessment , the Project would not exceed SCAQMD’s regional or localized thresholds. Based on the Friant Ranch decision, projects that do not exceed the SCAQMD’s localized significance thresholds (LSTs) would not violate any air quality standards or contribute substantially to an existing or projected air quality violation and result in no criterial pollutant health impacts. In addition, the Project would comply with all applicable efficiency requirements. The Project is located approximately 8 miles from the Pacific Ocean and would therefore not be subject to risks associated with sea level rise. Therefore, the project promotes GHG-reduction strategies and would not result in significant health impacts.
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Table 3: 2024-2050 Regional Transportation Plan/Sustainable Communities Strategy Consistency SCAG Goals Compliance
Integrate the region’s development pattern and
transportation network to improve air quality, reduce
greenhouse gas emissions and enable more sustainable
use of energy and water
Consistent. Although the Project does not include transportation improvements, the Project site is located within a suburban area near public transit services. Also, as discussed in the Air Quality Assessment, the Project would not exceed SCAQMD’s regional air emissions thresholds. The Project would not violate any air quality standards or contribute significantly to existing air quality.
Additionally, the Project would comply with The project would also promote more sustainable energy and water use by complying with Title 24 Energy Code and CALGreen standards.
Conserve the region’s resources Consistent. The Project site is located on developed land that is not designated for agricultural uses, natural resources, or conservation.
Therefore, project development would not result in a loss of the region’s resources.
Economy: Support a sustainable, efficient, and productive regional economic environment that provides opportunities for all people in the region
Improve access to jobs and educational resources Consistent. The Project proposes fast-food restaurants and gas station with convenience market in an area with residential and commercial land uses. Therefore, the location of the project would improve access to job opportunities.
Advance a resilient and efficient goods movement
system that supports the economic vitality of the
region, attainment of clean air and quality of life for our communities
Consistent. The Project This is not a project-specific policy and is therefore not applicable.
N/A = Not Applicable
Sources: Southern California Association of Governments, Connect SoCal (2024 – 2050 Regional Transportation Plan/Sustainable Communities Strategy), 2024.
As shown in Table 3, the proposed Project would be consistent with the stated goals of the 2024-2050 RTP/SCS. Therefore, the proposed Project would not interfere with SCAG’s ability to achieve the region’s GHG emission reduction targets. Impacts would be less than significant, and no new mitigation measures are required.
Consistency with the CARB Scoping Plan
CARB’s 2022 Scoping Plan for Achieving Carbon Neutrality (2022 Scoping Plan), adopted December 15, 2022, sets a path to achieve targets for carbon neutrality and reduce anthropogenic GHG emissions by 85 percent below 1990 levels by 2045 in accordance with AB 1279. To achieve the targets of AB 1279, the 2022 Scoping Plan relies on existing and emerging fossil fuel alternatives and clean technologies, as well as carbon capture and storage. Specifically, the 2022 Scoping Plan focuses on zero-emission transportation; phasing out use of fossil gas use for heating homes and buildings; reducing chemical and refrigerants with high Global Warming Potential (GWP); providing communities with sustainable options for walking, biking, and public transit; displacement of fossil-fuel fired electrical generation through use of renewable energy alternatives (e.g., solar arrays and wind turbines); and scaling up new options such as green hydrogen. The key elements of the 2022 CARB Scoping Plan focus on transportation. Specifically, the 2022 Scoping Plan aims to rapidly move towards zero-emission transportation (i.e., electrifying cars, buses, trains, and trucks), which constitutes California’s single largest source of GHGs. The regulations that impact the transportation sector are adopted and enforced by CARB on vehicle manufacturers and
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are outside the jurisdiction and control of local governments. The 2022 Scoping Plan accelerates development of new regulations as well as amendments to strengthen regulations and programs already in place. As shown in Table 4: Project Consistency with the CARB 2022 Scoping Plan, the project is consistent with applicable actions.
Table 4: Project Consistency with the CARB 2022 Scoping Plan Action Consistency
GHG Emissions Reductions Relative to the SB 32 Target
40% Below 1990 levels by 2030.
Consistent. The Project would comply with the Title 24, Part 6 building energy requirements along with other local and State initiatives that aim to achieve 40% below 1990 levels by 2030 goal. This would be ensured through the City’s existing development permitting process.
Smart Growth/Vehicle Miles Traveled VMT
VMT per capita reduced 25% below 2019 levels by 2030, and 30% below 2019 levels by 2045.
Consistent. The Project site is located in a suburban area in proximity to residential and commercial development, SR-91 and I-605. Also, as noted in the Project Trip Generation Forecast (Linscott, Law & Greenspan, Engineers, 2025), the Project would be a locally-servicing retail development which is anticipated to have approximately 50 percent pass-by trips.
This would result in a trip on the roadway network becoming shorter, rather than creating a new trip being added to the roadway network, thereby shortening the distance that
customers would otherwise travel. Therefore, the project would be consistent with SB 375 and its VMT reduction goals, as well as the GHG and transportation goals of the 2024-2050 RTP/SCS.
Light-Duty Vehicle (LDV) Zero-Emission Vehicles (ZEVs)
100% of LDV sales are ZEV by 2035.
Consistent. The proposed Project would be designed and
constructed in accordance with the Title 24 Part 6 and Part 11 requirements, which include ZEV designated parking spaces and charging stations.
Truck ZEVs
100% of medium-duty (MDV)/HDC sales are ZEV by 2040 (AB 74 University of California Institute of Transportation Studies [ITS] report).
Consistent. While the project would not generate substantial medium- and heavy-duty truck traffic, it would not impede the advancement of cleaner trucks over time.
Electricity Generation
Sector GHG target of 38 million metric tons of carbon dioxide equivalent (MTCO2e) in 2030 and 30 MTCO2e in 2035. Retail sales load coverage 20 gigawatts (GW) of offshore wind by 2045. Meet increased demand for electrification without new fossil gas-fired resources.
Consistent. The project would comply with Title 24, Part 6 building requirements, including renewable energy generation requirements as well as improved insulation reducing energy consumption.
Food Products
7.5% of energy demand electrified directly and/or indirectly by 2030; 75% by 2045
Consistent. The Project would comply with Title 24, Part 6 building requirements, including electric-ready infrastructure to support future appliance electrification through the City’s permitting.
New Residential and Commercial Buildings
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Table 4: Project Consistency with the CARB 2022 Scoping Plan Action Consistency
All electric appliances beginning 2026 (residential) and 2029 (commercial), contributing to 6 million heat pumps installed statewide by 2030.
Consistent. The Project would comply with the Title 24, Part 6 building energy requirements, including the expansion of the use of electric heat pumps for space conditioning and water heating, which would be verified through the City’s existing development permitting process.
Construction Equipment
25% of energy demand electrified by 2030 and 75%
electrified by 2045.
Consistent. Through City permitting, the proposed Project would be required to use construction equipment that are registered by CARB and meet CARB’s standards. CARB sets its standards in alignment with the State’s goal of reducing energy demand by 25% in 2030 and 75% in 2045.
High GWP Potential Emissions
Low GWP refrigerants introduced as building electrification increases, mitigating HFC emissions.
Consistent. The Project would comply with the Title 24, Part 6 building energy requirements, including use of low GWP
refrigerants, which would be verified through the City’s existing development permitting process.
Source: California Air Resources Board (CARB), 2022 Scoping Plan for Achieving Carbon Neutrality, (2022). Available at:
https://ww2.arb.ca.gov/sites/default/files/2023 -04/2022-sp.pdf, accessed November 6, 2025.
As seen in Tables 2 through Table 4, the Project would be consistent with all applicable GHG reduction plan goals. Regarding goals for 2050 under Executive Order S-3-05, at this time it is not possible to quantify the emissions savings from future regulatory measures, as they have not yet been developed; nevertheless, it can be anticipated that operation of the proposed Project would benefit from the implementation of current and potential future regulations (e.g., improvements in vehicle emissions, SB 100/renewable electricity portfolio improvements, etc.) enacted to meet an 80 percent reduction below 1990 levels by 2050.
The majority of the GHG reductions from the Scoping Plan would result from continuation of the Cap-and- Trade regulation. Assembly Bill 398 (2017) extends the state’s Cap-and-Trade program through 2030 and the Scoping Plan provide a comprehensive plan for the state to achieve its GHG targets through a variety of regulations enacted at the state level. Additional reductions are achieved from electricity sector standards (i.e., utility providers to supply 60 percent renewable electricity by 2030 and 100 percen t renewable by 2045), doubling the energy efficiency savings at end uses, additional reductions from the LCFS, implementing the short-lived GHG strategy (e.g., hydrofluorocarbons), and implementing the Mobile Source Strategy and Sustainable e Freight Action Plan.
Several of the State’s plans and policies would contribute to a reduction in mobile source emissions from the Project. These include CARB’s Advanced Clean Truck Regulation, Executive Order N -79-20, CARB’s Mobile Source Strategy, CARB’s Sustainable Freight Action Plan, and CARB’s Emissions Reduction Plan for Ports and Goods Movement. CARB’s Advanced Clean Truck Regulation requires truck manufacturers to transition from diesel trucks and vans to electric zero-emission trucks beginning in 2024. By 2045, every new truck sold in California is required to be zero-emission. The Advanced Clean Truck Regulation accelerates the transition of zero-emission medium-and heavy-duty vehicles from Class 2b to Class 8.
Executive Order N-79-20 establishes the goal for all new passenger cars and trucks, as well as all drayage/cargo trucks and off-road vehicles and equipment, sold in California, will be zero-emission by 2035 and all medium and heavy-duty vehicles will be zero-emission by 2045. It also directs CARB to develop and propose rulemaking for passenger vehicles and trucks, medium-and heavy-duty fleets where
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feasible, drayage trucks, and off-road vehicles and equipment “requiring increasing volumes” of new ZEVs “towards the target of 100 percent.”
CARB’s Mobile Source Strategy includes increasing ZEV buses and trucks and their Sustainable Freight Action Plan improves freight system efficiency, utilizes near-zero emissions technology, and deployment of ZEV trucks. This Plan applies to all trucks accessing the Project site and may include existing trucks or new trucks that are part of the statewide goods movement sector. CARB’s Emissions Reduction Plan for Ports and Goods Movement identifies measures to improve goods movement efficiencies such as advanced combustion strategies, friction reduction, waste heat recovery, and electrification of accessories. While these measures are not directly applicable to the Project, any commercial activity associated with goods movement would be required to comply with these measures as adopted.
Additionally, the Project would be consistent with applicable regulations and goals. Therefore, the Project would have a less than significant impact.
Mitigation Measures: No mitigation is required.
Level of Significance: Less than significant impact.
5.2 Cumulative Setting, Impacts, and Mitigation Measures
Cumulative Setting
Climate change is a global problem. GHGs are global pollutants, unlike criteria air pollutants and TACs, which are pollutants of regional and local concern. Whereas pollutants with localized air quality effects have relatively short atmospheric lifetimes (about 1 day), GHGs have much longer atmospheric lifetimes of 1 year to several thousand years that allow them to be dispersed around the globe.
Cumulative Impacts
It is generally the case that an individual project of this size and nature is of insufficient magnitude by itself to influence climate change or result in a substantial contribution to the global GHG inventory. GHG impacts are recognized as exclusively cumulative impacts; there are no non-cumulative GHG emission impacts from a climate change perspective. The additive effect of Project-related GHGs would not result in a reasonably foreseeable cumulatively considerable contribution to global climate change. As discussed above, the Projectwould be consistent with the City of Bellflower CAP, SCAG 2024-2050 RTP/SCS, and the 2022 Scoping Plan. . Therefore, the Project would result in a less than significant cumulative GHG impact.
Mitigation Measures: No mitigation is required.
Level of Significance: Less than significant impact.
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6 REFERENCES
1. 14 California Code of Regulations, Section 15064(h)(3).
2. 14 California Code of Regulations, Section 15064.4a.
3. California Air Resources Board, 2022 Scoping Plan for Achieving Carbon Neutrality, Appendix D: Local Actions, November 2022.
4. California Air Resources Board, 2022 Scoping Plan for Achieving Carbon Neutrality, November 2022.
5. California Air Resources Board, California’s 2017 Climate Change Scoping Plan, November 2017.
6. California Air Resources Board, ACF Waiver Update. Available at: https://ww2.arb.ca.gov/our- work/programs/advanced-clean-fleets. Accessed November 6, 2025.
7. Intergovernmental Panel on Climate Change, Carbon and Other Biogeochemical Cycles. In: Climate Change 2013: The Physical Science Basis, Contribution of Working Group I to the Fifth Assessment Report of the Intergovernmental Panel on Climate Change , 2013. Available at:
https://www.ipcc.ch/site/assets/uploads/2018/02/WG1AR5_all_final.pdf . Accessed November 6, 2025.
8. Intergovernmental Panel on Climate Change, Climate Change 2014 Mitigation of Climate Change Working Group III Contribution to the Fifth Assessment Report of the Intergovernmental Panel on Climate Change, 2014.
9. Linscott, Law & Greenspan, Engineers, Project Trip Generation Forecast, 2025.
10. National Highway Traffic Safety Administration, NHTSA Announces Final Rule for CAFE and HDPUV Standards, available at: https://www.nhtsa.gov/laws-regulations/corporate-average-fuel-economy .
Accessed November 6, 2025.
11. National Highway Traffic Safety Administration, USDOT Announces New Vehicle Fuel Economy Standards for Model Year 2024-2026. Available at: https://www.nhtsa.gov/press-releases/usdot- announces-new-vehicle-fuel-economy-standards-model-year-2024-2026, Accessed November 6, 2025.
12. Southern California Association of Governments, Connect SoCal (2024 – 2050 Regional Transportation Plan/Sustainable Communities Strategy), 2024.
13. U.S. Environmental Protection Agency, Final Rule to Revise Existing National GHG Emissions Standards for Passenger Cars and Light Trucks Through Model Year 2026, 2021. Available at:
https://www.epa.gov/regulations-emissions-vehicles-and-engines/final-rule-revise-existing- national-ghg-emissions. Accessed November 6, 2025.