Rancho Cordova City Council
August 21, 2023

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Communities Strategy (2020 MTP/SCS) which was adopted on November 18, 2019. Through implementation of this plan, SACOG aims to reduce GHG emissions from passenger vehicles by 19% in 2035 (CARB 2018a ).

Legislation Associated with Electricity Generation
The State has passed legislation requiring the increasing use of renewables to produce electricity for consumers. As required by the Renewable Portfolio Standard (RPS), California utilities are required to generate 33 percent of their electricity from renewables by 2020 (SB X1-2 of 2011); 52 percent by 2027 (SB 100 of 2018); 60 percent by 2030 (also SB 100 of 2018); and 100 percent by 2045 (also SB 100 of 2018).

Building Energy Efficiency Standards (Title 24, Part 6) The energy consumption of new residential and nonresidential buildings in California is regulated by the California Energy Code. The code was established by CEC in 1978 in response to a legislative mandate to create uniform building codes to reduce California’s energy consumption and provide energy -efficiency standards for residential and nonresidential buildings. CEC updates the California Energy Code every 3 years, typically including more stringent design requirements for reduced energy consumption, which results in the generation of fewer GHG emissions.

The 2022 California Energy Code went into effect on January 1, 2023. The 2022 California Energy Code advances the onsite energy generation progress started in the 2019 California Energy Code by encouraging electric heat pump technology and use, establishing electric-ready requirements when natural gas is installed, expanding solar photo voltaic (PV) system and battery storage standards, and strengthening ventilation standards to improve indoor air quality. CEC estimates that the 2022 California Energy Code will save consumers $1.5 billion and reduce GHGs by 10 million MTCO
2e over the next 30 years (CEC 2021).

California Green Building Standards (Title 24, Part 11) The California Green Building Standards, also known as CALGreen, is a reach code (i.e., optional standards that exceed the requirements of mandator codes) developed by CEC that provides green building standards for statewide residential and nonresidential construction. The current version is the 2022 CALGreen Code, which took effect on January 1, 2023. As compared to the 2019 CalGreen Code, the 2022 CalGreen Code strengthened sections pertaining to EV and bicycle parking, water efficiency and conservation, and material conservation and resource efficiency, among other sections of the CalGreen Code. The CALGreen Code sets design requirements equivalent to or more stringent than those of the California Energy Code for energy efficiency, water efficiency, waste diversion, and indoor air quality. These codes are adopted by local agencies that enforce building codes and used as guidelines by state agencies for meeting the requirements of Executive Order B-18-12.

LOCAL
Sacramento Metropolitan Air Quality Management District SMAQMD is the primary agency responsible for addressing air quality concerns in Sacramento County. SMAQMD also recommends measures for analyzing project-generated GHGs in CEQA analyses and offers multiple potential GHG reduction measures for land use development projects. SMAQMD developed thresholds of significance in line with State GHG reduction goals to provide a uniform scale to measure the significance of GHG emissions from land use and stationary source projects in compliance with CEQA and SB 32. SMAQMD’s goals in develop ing GHG thresholds include ease of implementation; use of standard analysis tools; and emissions mitigation consistent with SB 32 (SMAQMD 2020). It should be noted that SMAQMD thresholds are modeled after Bay Area Air Quality Management District thresholds, which were developed in line with the AB 1279, which requires California to achieve net zero greenhouse gas emissions as soon as possible, but no later than 2045, and to achieve and maintain net negative GHG emissions thereafter. It also requires that statewide anthropogenic GHG emissions be reduced to at least 85% below 1990 levels by 2045. Therefore, SMAQMD thresholds are aligned with AB 1279. Based on SMAQMD’s guidance, which includes a tiered approach to determining project significance, a project would result in a cumulatively considerable contribution to climate change if it would:

ITEM 11.2.

ATTACHMENT 3

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Construction
Result in construction emissions that exceed 1,100 MT CO2e/year.

Operation
Be inconsistent with the Climate Change Scoping Plan by not implementing applicable BMPs or equivalent on/off site mitigation. The following tiered approach shall be used to determine consistency:
 Tier 1 BMPs (BMP 1 & 2)
 Projects shall be designed and constructed without natural gas infrastructure.  Projects shall meet the current CalGreen Tier 2 EV charging standards (i.e., 10 percent of all parking spaces to be EV-ready).
 After Tier 1 standards are met, do the project’s emissions exceed 1,100 MT CO2e/year?  Tier 2 (BMP 3)
 Residential projects shall achieve a 15 percent reduction in VMT per resident and office projects shall achieve a 15 percent reduction in VMT per worker compared to existing average VMT for the county, and retail projects shall achieve no net increase in total VMT to show consistency with SB 743.

3.8.2 Discussion
a) Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment?
Less than significant. The CAAP is a policy-level document that does not include any site-specific designs or proposals or grant any entitlements for development; however, construction and operation of GHG reduction measures and adaptation actions that would be implemented with CAAP adoption have the potential to directly or indirectly emit GHG emissions.

Construction
Implementation of the CAAP would result in the construction of new EV charging stations, roundabouts, bicycle infrastructure, new rooftop and canopy-cover solar panels, and tree planting (Transportation-1.1, -1.3, -2.1, -2.2, -3.4, -

5.1, Energy-1.1, -1.2) and would generate GHG-emissions from the operation of construction equipment, construction worker vehicle trips, and truck hauling trips. These types of projects would not involve substantial numbers of workers or extensive use of construction equipment. Additionally, CAAP Measures Off Road-2.1 and -2.2 would promote the use of alternative fuel in construction equipment and limit construction vehicle idling time, respectively. This would reduce GHG emissions from construction activities in the Plan Area. The SMAQMD threshold for construction-related GHG emissions is 1,100 MTCO
2e per year. It is highly unlikely that small-scale, sporadic infrastructure-improvement construction projects, such as those required for implementation of the CAAP, would exceed th e SMAQMD threshold for construction-related GHGs. Additionally, any temporary GHG emissions would be offset by the by the overall net benefit of GHG emissions reduction after implementation of the CAAP.

Operations
Occasional maintenance activities for these facilities and operational vehicle trips described above would be minimal; thus, associated operational GHG emissions resulting from implementation of the CAAP would also be minimal.

Measures Solid Waste-1.1 and -1.2, are intended to reduce fugitive methane emissions from anaerobic decomposition of organic waste in landfills by increasing the recovery of edible food waste and eliminate the disposal of organic waste in landfills, respectively. These measures would result in increased waste diversion, which could lead to increased haul truck trips to and from composting and recycling facilities . However, it is anticipated that these trips would displace the haul truck trips that would be diverted from the landfill. A net increase in the number of haul truck trips and associated GHG emissions within the Plan Area would not be anticipated. Implementation of the CAAP would also reduce GHG emissions by encouraging the use of alternatively fueled vehicles through the installation of ITEM 11.2.

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measures such as Transportation-5.2 and -5.3, which would involve the installation of publicly accessible EV chargers on both private and public property, respectively. Measures pertaining to EV charging, such as Measures Transportation-5.2 and -5.3, would increase the use of electricity. However, these measures would reduce the consumption of fossil fuels related to transportation and are considered to be beneficial in reducing GHG emissions.

Other transportation-related measures such as Transportation-1.3 would reduce VMT by improving street connectivity. Through implementation of these measures, it is expected that implementation of the CAAP would lead to a reduction in the consumption of fossil fuels related to transportation. Measures Energy-1.1, -1.2, -2.1 and -2.2, would reduce GHG emissions related to energy consumption and production. This would be achieved by retrofitting existing residential and non-residential buildings for increased efficiency and reduced natural gas consumption (Energy-1.1 and -1.2). Additionally, new residential buildings would be required to be all-electric and zero-net-energy (Energy-2.1), while new non-residential development would be required to exceed California Building Code energy efficiency requirements (Energy-2.2). This would result in reduced consumption of natural gas used for the purpose of providing electricity to buildings, and therefore reduced GHG emissions.

Measures W-1.1 and W-1.2 would reduce both indoor and outdoor (i.e. landscaping) water use in new and existing buildings. This would reduce water consumption and, therefore, GHG emissions associated with electricity used for conveyance and treatment of water supply.

Measure Carbon Storage-1.1 would involve the planting of new trees while also preserving existing trees. While this measure would not reduce GHG emissions, it would aid in the removal of GHG emissions from the atmosphere.

Additionally, this measure could reduce electricity demand associated with the use of air conditioning by providing shade.

Impact Summary
Implementation of the GHG reduction measures in the CAAP would not involve short- or long-term physical changes that could result in GHG emissions. The CAAP would reduce GHG emissions generated within the Plan Area by encouraging the use of alternative fuels in vehicles, reducing VMT, improving energy efficiency, reducing waste generation, and increasing carbon sequestration. In addition, measures that support energy efficiency and renewable energy generation would reduce GHG emissions at power plants generating electricity that serves the P lan Area.

Thus, any temporary GHG emissions would be offset by the by the overall net benefit of GHG emissions reduction after implementation of the CAAP. Therefore, implementation of the CAAP would not generate GHG emissions, either directly or indirectly, that may have a significant impact on the environment. This impact would be less than significant. No mitigation is required.
b) Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases?
Less than significant. See Criterion (b) of Section 3.6 “Energy,” which explains that implementation of the CAAP would not conflict with the 2022 Scoping Plan, which is the adopted Statewide plan for the purpose of reducing GHG emissions. This impact would be less than significant. No mitigation is required.

ITEM 11.2.

ATTACHMENT 3

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3.9 HAZARDS AND HAZARDOUS MATERIALS

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
IX. Hazards and Hazardous Materials.

Would the project:
a) Create a significant hazard to the public or the
environment through the routine transport, use, or
disposal of hazardous materials?

b) Create a significant hazard to the public or the
environment through reasonably foreseeable upset
and/or accident conditions involving the release of
hazardous materials into the environment?

c) Emit hazardous emissions or handle hazardous or
acutely hazardous materials, substances, or waste
within one-quarter mile of an existing or proposed
school?

d) Be located on a site which is included on a list of
hazardous materials sites compiled pursuant to
Government Code Section 65962.5 and, as a result,
would it create a significant hazard to the public or
the environment?

e) For a project located within an airport land use plan or, where such a plan has not been adopted, within
two miles of a public airport or public use airport,
would the project result in a safety hazard or
excessive noise for people residing or working in the
project area?

f) Impair implementation of or physically interfere with an adopted emergency response plan or emergency
evacuation plan?

g) Expose people or structures, either directly or
indirectly, to a significant risk of loss, injury, or death involving wildland fires?

3.9.1 Environmental Setting
This section describes the environmental setting and impacts related to hazards and hazardous materials. For the purposes of this analysis, the term “hazards” refers to risk associated with such issues as fires, explosions, exposure to hazardous materials, and interference with emergency response plans. The term “hazardous material” is defined in different ways for different regulatory programs. For this analysis, “hazardous material” is defined by the California Health and Safety Code, Section 25501: “because of their quantity, concentration, or physical or chemical characteristics, (they) pose a significant present or potential hazard to human health and safety or to the environment if release into the workplace or the environment.”
ITEM 11.2.

ATTACHMENT 3

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“Hazardous waste” is a subset of hazardous materials. For this analysis, “hazardous waste” is defined by the California Health and Safety Code, Section 25517, and in the California Code of Regulations, Title 22, Section 66261.2: “because of their quantity, concentration, or physical or chemical characteristics, may either cause, or significantly contribute to an increase in mortality or an increase in serious illness, or pose a substantial present or potential hazard to human health or the environment when improperly treated, stored, transported, disposed of, or otherwise managed.” California Government Code Section 65962.5 requires the California Environmental Protection Agency to compile, maintain, and updated specified lists of hazardous material release sites.

There are no public airports or private airstrips within city limits, but the Mather Airport is located within the General Plan Area. It is located immediately adjacent to the southern border of the City. The southern portion of the General Plan Area is located within the “imaginary surfaces” of Mather Airport, which require specific height restrictions of structures that could constitute as a hazard to aircraft navigation as deemed by the FAA (City of Rancho Cordova 2006b).

The California Department of Forestry and Fire Protection (CAL FIRE) has mapped Fire Hazard Severity Zones (FHSZs) for the entire State. FHSZs are based on an evaluation of fuels, fire history, terrain, housing density, and occurrence of severe fire weather and are intended to identify areas where urban fires could result in catastrophic losses. FHSZs are categorized as: Moderate, High, and Very High. According to CAL FIRE’s Fire Resource Assessment Program FHSZ Geographic Information System data, the City is not located within a Very High FHSZ (ArcGIS 2023).

3.9.2 Discussion
a) Create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials?
Less than Significant Impact. The implementation of CAAP would involve the use of hazardous materials during construction and routine maintenance. However, all future projects would be required to comply with relevant federal, State, and local regulations that require strict adherence to guidelines regarding the safe use, t ransportation, and disposal of hazardous materials as well as ensuring the reduction of the potential for humans or the environment to be affected by an accidental release of hazardous materials. Regulations that would be required of those transporting, using or disposing of hazardous materials include the Resource Conservation and Recovery Act; the Comprehensive Environmental Response, Compensation, and Liability Act; the Hazardous Materials Transportation Act; Title 22; CCR Title 27, and California Fire Code. For all the foregoing reasons, implementation of the CAAP would not create a significant hazard through the routine transport, use, or disposal of hazardous materials. This impact would be less than significant. No mitigation is required. b) Create a significant hazard to the public or the environment through reasonably foreseeable upset and/or accident conditions involving the release of hazardous materials into the environment?
Less than significant. As discussed in Criterion (a) above, all future projects would be required to comply with relevant federal, State, and local regulations that require strict adherence to guidelines regarding the safe use, transportation, and disposal of hazardous materials as well as ensuring the reduction of the potential for humans or the environment to be affected by an accidental release of hazardous materials. Enforcement of these regulatory standards would ensure that GHG reduction measures facilitated by CAAP implementation would not create a significant hazard through reasonably foreseeable upset and/or accident conditions involving the release of hazardous materials into the environment. This impact would be
less than significant. No mitigation is required.
c) Emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school? Less than significant. Implementation of GHG reduction measures would be required to comply with relevant federal, State, and local regulations that require strict adherence to guidelines regarding the safe use, transportation, and disposal of hazardous materials as well as ensuring the reduction of the potential for humans or the environment to ITEM 11.2.

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be affected by an accidental release of hazardous materials. Because such laws are established to be protective of human health and the environment, compliance with applicable regulations is sufficient to ensure that any hazardous materials used during CAAP implementation would not result in hazardous emissions within one-quarter mile of an existing or proposed school. This impact would be less than significant. No mitigation is required. d) Be located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code §65962.5 and, as a result, would it create a significant hazard to the public or the environment?
Less than significant. Sites with the potential to contain soil and/or groundwater contamination are located throughout the Plan Area. Implementation of the CAAP would involve ground disturbing activities, including grading and excavation, which could result in the release of contaminants into the environment, if they are present in the underlying soils and/or groundwater. According to the Hazardous Waste and Substances Site List (Cortese), the City contains 3 active hazardous materials sites including on a list compiled pursuant to Government Code Section 65962.5. These sites include McDonnell Douglas- inactive test site, Aerojet General Corporation, and Purity Oil Sales- Delta Gunite. Each of these are active cleanup sites with efforts focusing on remediation of polluted ground water supply from contaminated soils. The McDonnell Douglas and Purity Oil Sites are under a state led response, while the Aerojet site is listed as an active federal superfund site. Implementation of the CAAP would not result in any ground- disturbing activities on these sites before their cleanup and remediation activities are completed. In addition, in the event CAAP implementation results in ground disturbance on these sites after completion of their cleanup activities, any residual contamination that is encountered would be remediated to allowable regulatory levels in accordance with applicable county and State regulations before any ground-disturbing activities are permitted to occur.

Therefore, implementation of the CAAP would not result in a significant hazard to the public or the environment due to being located on a hazardous materials site. This impact would be less than significant . No mitigation is required. e) For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in a safety hazard or excessive noise for people residing or working in the project area?
No Impact. The implementation of GHG reductions measures would not result in new or relocated residential land uses, other types of noise-sensitive receptors, or new places of permanent employment where residents or workers could be exposed to a safety hazard or excessive noise. The closest airport to the Plan Area is Mather Airport located outside of and along the south border of the Plan Area. Therefore, implementation of the CAAP would not expose residents or workers to a safety hazard or excessive noise levels. No impact would occur. No mitigation is required. f) Impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan?
Less than significant. Implementation of the CAAP would result in construction of improvements to existing roadways that serve as evacuation routes, including new bikeways (Transportation-2.1) and roundabouts (Transportation-2.2).

However, these improvements would not adversely affect the capacity of roadways during an emergency or evacuation. In fact, the CAAP includes Adaptation-5g, which encourages the installation of roundabouts in place of traffic signals to increase traffic flow and ability to evacuate during an emergency.

Overall, the physical improvements resulting from CAAP implementation would not impair or interfere with adopted emergency response or evacuation plans. Additionally, the CAAP would promote emergency response and evacuation by increasing awareness of climate hazards, increasing understanding of disaster preparedness, and encouraging residents to enroll in the Sacramento Region Emergency Notification System (A daptation-5a, -5b, and 5e). This impact would be less than significant. No mitigation is required.

ITEM 11.2.

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g) Expose people or structures, either directly or indirectly, to a significant risk of loss, injury, or death involving wildland fires?
Less than significant. The Plan Area is not located within a Very High FHSZ. The implementation of the CAAP would involve ground disturbing activities, including grading and excavation, that require the temporary and periodic use of construction vehicles and equipment. For example, minor grading, excavation, and other ground disturbance would occur during the construction of new bikeways and roundabouts (Transportation-2.1 and -2.2) and installation of EV charging infrastructure (Transportation-5.1 through -5.4). Given the nature of the CAAP, and the absence of Very High FHSZs in the Plan Area, construction activities associated with implementation would occur in already disturbed, developed areas such as roadways and parking lots where wildfire risk is low. The CAAP also includes adaptation actions that would reduce the potential for people to be indirectly exposed to significant risks due to wildfire by developing and implementing a wildfire smoke protection strategy (Adaptation-4a) and monitoring employers to ensure compliance with State regulations protecting workers who may be exposed to wildfire smoke. Implementation of the CAAP would not directly or indirectly expose people or structures to a significant risk of loss injury, or death involving wildland fires.

Therefore, the impact would be less than significant. No mitigation is required.

ITEM 11.2.

ATTACHMENT 3

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3.10 HYDROLOGY AND WATER QUALITY

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
X. Hydrology and Water Quality.

Would the project:
a) Violate any water quality standards or waste discharge requirements or otherwise substantially degrade
surface or groundwater quality?

b) Substantially decrease groundwater supplies or
interfere substantially with groundwater recharge such
that the project may impede sustainable groundwater
management of the basin?

c) Substantially alter the existing drainage pattern of the site or area, including through the alteration of the
course of a stream or river or through the addition of
impervious surfaces, in a manner which would:

i) Result in substantial on- or offsite erosion or
siltation;

ii) Substantially increase the rate or amount of
surface runoff in a manner which would result
in flooding on- or offsite;

iii) Create or contribute runoff water which would
exceed the capacity of existing or planned
stormwater drainage systems or provide
substantial additional sources of polluted
runoff; or

iv) Impede or redirect flood flows?
d) In flood hazard, tsunami, or seiche zones, risk release of pollutants due to project inundation?

e) Conflict with or obstruct implementation of a water
quality control plan or sustainable groundwater
management plan?

3.10.1 Environmental Setting
The Plan Area is located within the Sacramento River Basin. The northern portion of the Plan Area is located within the Lower American River Watershed which covers approximately 1,875 square miles. The southern portion of the Plan Area is located within the Lower Sacramento Watershed, one of the largest watersheds in the U.S., which covers approximately 27,000 square miles and drains the Sacramento Valley, the Modoc Platea, and parts of the Cascade Range and Sierra Nevada Range. The main tributaries in the Lower Sacramento Watershed include the Feather, Yuba, Pit, and American Rivers (City of Rancho Cordova 2006b).

Flooding hazards within the Plan Area are due to the potential for surface water bodies, most specifically the American and Consumnes River, to overflow as well as localized flooding resulting from undersized drainage facilities ITEM 11.2.

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in existing developed areas, including Sunrise Boulevard south of White Rock Road (City of Rancho Cordova 2006b).

The Elder Creek, Laguna Creek, and Morrison Creek floodplains are located within the Plan Area (City of Rancho Cordova 2006a). In addition, the Federal Emergency Management Agency (FEMA) has identified 500-year floodplain predictions as a result of complete failure of Folsom Dam (City of Rancho Cordova 2006b). However, substantial flooding within the Plan Area has an extremely low probability of occurring and is not considered to be a reasonably foreseeable event (FEMA 2023).

The Plan Area is located within the South American Subbasin (SASb; DWR Bulletin 118, 5- 21.65). which is a high priority subbasin within the larger Sacramento Valley Groundwater Basin. A majority of the SASb is surrounded by rivers including the American River on the northern boundary, the Cosumnes and Mokelumne Rivers on the south, and the Sacramento River forming the western boundary. The eastern boundary is the only area not bounded by a river, located where the alluvial sediments of the groundwater basin give way to the foothills of the Sierra Nevada.

In 2014, California enacted the Sustainable Groundwater Management Act (SGMA), which requires the state’s high and medium priority groundwater basins to develop a GSP to achieve a sustainable regime that balances pumping and recharge and considers the needs of all water users. In accordance with SGMA, six Groundwater Sustainability Agencies (GSAs) were formed, and under a collective Memorandum of Understanding (MOU) in Spring of 2020, GSAs agreed to develop one Groundwater Sustainability Plan (GSP) for the SASb.

3.10.2 Discussion
a) Violate any water quality standards or waste discharge requirements or otherwise substantially degrade surface or groundwater quality?
Less than significant. The Water Quality Control Plan for the Sacramento River Basin (Basin Plan), adopted by the Central Valley Regional Water Quality Control Board (RWQCB), establishes water quality objectives for ground and surface waters in the Central Valley region. The purpose of the Basin Plan is to preserve and enhance water quality and protect the beneficial uses of regional waters. The RWQCB also issues waste discharge requirements to ensure that wastewater is not discharged in a manner that would cause an exceedance of applicable water quality objectives or adversely affect beneficial uses designated in the Basin Plan.

Implementation of the CAAP would include improvements to the City’s existing pedestrian, bicycle, and transit network. These types of projects would not create substantial new sources of pollutants and would not involve the discharge of wastewater. The CAAP measures involving construction activity would require minor grading, excavation, and other ground disturbance. Ground-disturbing activities, could, depending on their location, potentially cause soil erosion which in turn can contaminate nearby surface water. However, implementation of the CAAP would be required to comply with RCMC Chapter 16.44, which specify grading and erosion control standards. For CAAP measures that involve one or more acres of ground disturbance, applicants would be required to submit a Notice of Intent to SWRCB to obtain approval to carry out construction activities under the NPDES Construction General Permit (Order 2009-0009-DWQ). Compliance with the Construction General Permit requires the applicant to develop a project-specific SWPPP, which would identify source control, site design, and treatment-control BMPs to reduce stormwater runoff volumes and pollutants leaving the site. Erosion and sediment controls identified in the SWPPP would substantially reduce the amount of soil disturbance, erosion, and sediment transport into receiving waters, and pollutants in site runoff during construction. Through compliance with all applicable regulations and permits, implementation of CAAP measures under the program would not violate any water quality standards or waste discharge requirements established by the Central Valley RWQCB or otherwise substantially degrade surface or groundwater quality. This impact is less than significant . No mitigation is required.

ITEM 11.2.

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b) Substantially decrease groundwater supplies or interfere substantially with groundwater recharge such that the project may impede sustainable groundwater management of the basin?
Less than significant. The implementation of the CAAP would involve ground disturbing activities, including grading and excavation, which could require the use of water for dust abatement as needed via a water truck. In addition, These activities would be temporary and intermittent and would not involve the substantial use of groundwater or otherwise affect recharge such that there would be a net deficit in aquifer volume or a lowering of the local groundwater table level. CAAP measures Carbon Storage-1.1, Adaptation-2d, and Adaptation-1e would increase the number of trees in the Plan area which would require water consumption for irrigation. However, landscaping would be limited to water-efficient varieties, such as species that are native to the Sacramento region or that are adapted to a hot dry summer and cool winter climate, as required by RCMC Chapter 22.180, “Water Use and Conservation.” Implementation of the CAAP measures would primarily occur in areas developed with impervious surfaces that do not provide for substantial groundwater recharge. Additionally, CAAP measures are not anticipated to increase the amount of impervious surface area in the Plan Area and could decrease the amount of impervious surface area. For example, Adaptation-2d would encourage the City to use porous pavement and vegetative buffers in large parking areas to mitigate flooding hazards associated with climate change, which would also have the effect of increase groundwater recharge. Furthermore, implementation of the CAAP would not involve development of residential communities or other similar types of development or induce population growth in an area that would increase water demand. Measures Water-1.1 and -1.2 would reduce indoor and outdoor water use. Therefore, implementation of the CAAP would not decrease groundwater supplies or interfere with groundwater recharge. The impact would be less than significant. No mitigation is required.
c) Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river or through the addition of impervious surfaces, in a manner which would:
i) Result in substantial on- or offsite erosion or siltation; Less than significant. The implementation of CAAP measures that would involve ground disturbing activities, incl uding grading and excavation, could, depending on their location, cause soil erosion. For example, minor grading, excavation, and other ground disturbance would occur during the construction of new roundabouts and bicycle infrastructure (Transportation-2.1, -2.2, and Adaptation-5g), installation of EV charging infrastructure (Transportation-5.1 through 5.4), and tree planting (Carbon Storage-1.1). However, given the nature of fu ture projects it is lik e ly t hat construction activities would occur in already disturbed areas de veloped w ith impervious surfaces. EV charging stations would be installed in new and existing developments, and roadway improvements such as roundabouts, walkways, and bicycle infrastructure would
occur along existing developed roadways and cul-de-sacs. In addition, tree planting would occur within City green
spaces, public rights-of-way and new development projects. Further, future projects would be required to c
omply with RCMC Chapter 16.44, which contains design standards and performance requirements to avoid or reduce excessive
erosion. For all of the foregoing reasons, implementation of CAAP measures would not result in substantial soil erosion. The impact would be less than significant. No mitigation is required. ii) Substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or offsite;
Less than significant. The implementation CAAP measures that would involve construction activities, could, depending on their location, increase the amount of impervious surface that could result in an increase of surface runoff. Given the nature of future projects it is likely that construction activities would occur in already disturbed areas developed with impervious surfaces. EV charging stations would be installed in new and existing developments, and roadway improvements such as roundabouts, walkways, and bicycle infrastructure would occur along existing developed roadways and cul-de-sacs. Implementation of CAAP measures would not substantially increase the amount of impervious surfaces in the Plan Area. Further, future projects would be required to comply with General ITEM 11.2.

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Plan Policy NR.3.4 which directs the City to require development to protect natural drainage systems through site design, runoff reduction measures, and BMPs consistent with the Central Valley RWQCB. Construction and post- construction activities would be required to adhere to various federal, State, and regional water quality standards, such as the Municipal Permit and Construction General Permit. As such, runoff volumes and pollutants leaving sites during construction and post-construction operations would be substantially reduced through source control, site design, and/or treatment-control BMPs mandated by these permits. Erosion and sediment controls identified in project-specific SWPPPs would substantially reduce the amount of soil disturbance, erosion and sediment transport into receiving waters, and pollutants in site runoff during construction. In addition, implementation of the CAAP would reduce the potential for flooding in the Plan Area by, for example, utilizing vacant lots to building flood control detention basins to address flooding from anticipated future extreme precipitation events (Adaptation-2c) and encouraging use of porous pavement and vegetative buffers in large parking areas (Adaptation-2d), For all of the foregoing reasons, implementation of CAAP measures would not increase the rate or amount of surface runoff. The impact would be less than significant. No mitigation is required. iii) Create or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff; or
Less than significant. The implementation of CAAP measures that would result in ground disturbing activities, including grading and excavation, could, depending on their location, require the use of water for dust abatement as needed via a water truck. These activities would be temporary and intermittent and would not generate permanent water drainage flows. In addition, implementation of the CAAP would not substantially increase impervious surface area in the Plan Area such that the quantity of runoff water would increase or additional sources of polluted runoff would be created. Therefore, implementation of CAAP measures could not create or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff. This impact would be less than significant. No mitigation is required. iv) Impede or redirect flood flows?
No impact. Flooding hazards within the Plan Area are located along the American and Consumnes River. The implementation of CAAP measures would not place any structures in or adjacent to the American and Consumnes River. Further, future projects would be required to comply with RCMC Section 16.44.150 which directs the City to deny grading permits where the proposed activity would adversely affect existing drainage and watercourses.

Therefore, implementation of CAAP measures could not impede or redirect flood flows. No impact would occur. No mitigation is required.
d) In flood hazard, tsunami, or seiche zones, risk release of pollutants due to project inundation?
No impact. Flooding hazards within the Plan Area are located along the American and Consumnes River. The implementation of CAAP measures would not place any structures in or adjacent to the American and Consumnes River.

In addition, implementation of CAAP measures would not result in construction of buildings or other facilities or store materials on site where they could be inundated by tsunami, floodwater, or seiche. Additionally, the City is located approximately 95 miles east of the Pacific Ocean and is not located near other large bodies of water that could result in tsunamis, flooding, or seiches. Further, future projects would be required to comply with RCMC Section 16.44.150 which directs the City to deny grading permits where the proposed activity would adversely affect existing drainage and watercourses. In addition, as described in Section 3.10.2(a), CAAP projects involving disturbance of one or more acres would be subject to the requirements of the NPDES Construction General Permit. Applicants would be required to develop a project-specific SWPPP, which would identify BMPs to reduce the potential for pollutants in surface runoff from leaving the project site. Therefore, implementation of the CAAP would not risk release of pollutants due to inundation of the Plan Area during a flood. No impact would occur. No mitigation is required.

ITEM 11.2.

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e) C onflict with or obstruct implementation of a water quality control plan or sustainable groundwater management plan?
Less than significant. As discussed in Criterion (a) above, future projects would be required to comply with the RCMC Chapter 16.44 with contains design standards and performance requirements to avoid or reduce excessive erosion what could impact water quality. In addition, construction projects that disturb one or more acres would be required to prepare a SWPPP that demonstrates conformance with applicable best management practices that would be implemented to reduce the amount of surface runoff. Further, implementation of CAAP measures would not involve development of residential communities or other similar types of development or induce population growth in an area that would increase water demand. Therefore, implementation of CAAP measures would not conflict or obstruct implementation of a water quality control plan or sustainable groundwater management plan. The impact would be less than significant. No mitigation is required.

ITEM 11.2.

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3.11 LAND USE AND PLANNING

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XI. Land Use and Planning.

Would the project:
a) Physically divide an established community?
b) Cause a significant environmental impact due to a
conflict with any land use plan, policy, or regulation
adopted for the purpose of avoiding or mitigating
an environmental effect?

3.11.1 Environmental Setting
The city is characterized by a wide range of existing land uses located within 16 distinct planning areas, including residential developments, commercial/retail/office uses, industrial uses, as well as natural features, such as open space, parks, and vacant land. Land uses within the Plan Area primarily consist of residential uses with distinct residential neighborhoods and supporting businesses, industrial employment, and commercial services. Vacant undeveloped agricultural land is the most prevalent land use pattern and accounts for approximately 12,900 acres of land within the Plan Area, located predominantly within the southeastern portion of the Plan Area. Single family residential housing accounts for the second most prevalent land use, accounting for approximately 1,950 acres of land. Parks, open space, and commercial recreational uses provide substantial acreage for general recreation in the Plan Area. Commercial, office, and retail uses are located along main commercial corridors including Folsom Boulevard and Sunrise Boulevard. Industrial, manufacturing and distribution facilities uses are located throughout the Plan Area primarily along Sunrise Boulevard, Jackson Highway, Bradshaw Road, and Folsom Boulevard . The majority of manufacturing and distribution outlets are located along Folsom Boulevard, Bradshaw Road, and Sunrise Boulevard. (City of Rancho Cordova 2006b).

3.11.2 Discussion
a) Physically divide an established community?
Less than significant. Typically, physical division of an established community could result from the construction of a physical feature, such as a wall, interstate highway, airport, roadway, or railroad tracks. Additionally, division of an established community could result from the removal of a means of access, such as a local road or bridge, that could impair mobility or constrain travel within an existing community or between a community and outlying areas.

Implementation of the CAAP would not result in development that could physically divide a community. For example, construction of roundabouts and bikeways (Transportation-2.1, -2.2, and Adaptation-5g) would reduce vehicle congestion and encourage bicycle trips, which would increase community connectivity and access. Further , all future improvements to roadways would be required to comply with the City’s Street Design Standards which requires streets to be designed to current City standards and final pavement approval by the Public Works Directory prior to installation (City of Rancho Cordova 2005). As such, these projects are intended to improve, rather than impair, community connectivity and access throughout the city. Therefore, implementation of the CAAP would not result in construction of physical barriers that would change the connectivity between developed areas or physically divide an established community. The impact would be
less than significant. No mitigation is required.

ITEM 11.2.

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b) Cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect?
No impact. CAAP measures that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network within developed areas. Implementation of the CAAP would not change existing land uses and would comply with all applicable zoning regulations. Furthermore, as discussed in Section 3.3, “Air Quality,” Section 3.8, “Greenhouse Gas Emissions,” and Section 3.1 7, “Transportation,” CAAP measures would be consistent with General Plan policies intended to reduce vehicle trips and associated air pollutant and greenhouse gas emissions, which would have beneficial environmental effects. Therefore, implementation of CAAP measures under the program would not cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect . No impact would occur. No mitigation is required.

ITEM 11.2.

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3.12 MINERAL RESOURCES

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XII. Mineral Resources.

Would the project:
a) Result in the loss of availability of a known mineral resource that would be of value to the region and
the residents of the state?

b) Result in the loss of availability of a locally important mineral resource recovery site delineated on a local
general plan, specific plan, or other land use plan?

3.12.1 Environmental Setting
Historic mineral production in the region has included construction aggregate, kaolin clay, common clay, pumice, and gold. Construction aggregate consists of sand, gravel, and crushed stone. Existing mineral extraction activities that occur in and around the Plan Area primarily consist of fine sand and course gravel construction aggregates, as well as clay.

There are currently two permitted mining operations within City limits. The Grantline West Mining Site is located adjacent to the Rio del Oro Planning Area. The Aerojet Mining Site is located north of the Sunridge Specific Plan Area.

Approximately 10,275 acres within the Plan Area contains land designated as MRZ-2 locations, or areas where there are known mineral resources (City of Rancho Cordova 2006a). MRZ-2 areas are located generally west of Sunrise Boulevard and encompass primarily aggregate deposits (City of Rancho Cordova 2006b). Five additional mining operations occur within the southeastern portion of the Plan Area, predominately outside of city limits. No known mineral resource recovery sites of local importance are included in the General Plan (City of Rancho Cordova 2006a; b).

3.12.2 Discussion
a) Result in the loss of availability of a known mineral resource that would be of value to the region and the residents of the state?
No impact. The Plan Area contains two quarries and several areas of land designated as MRZ-2. The implementation of the CAAP would involve ground disturbing activities, including grading and excavation, could, depending on their location, impact mineral resources. For example, minor grading, excavation, and other ground disturbance would occur during the construction of new roundabouts and bikeways (Transportation-2.1, -2.2, and Adaptation-5g), installation of EV charging infrastructure (Transportation-5.1 through 5.4), and tree planting (Carbon Storage-1.1).

However, given the nature of the CAAP, construction activities associated with its implementation would occur in already disturbed and developed areas such as roadways and parking lots where known mineral resources are not present. Areas designated as MRZ-2 have a high likelihood of containing valuable mineral deposits and are protected by the City from premature or incompatible development with mining per the California Surface Mining and Reclamation Act. Future projects would be required to comply with General Plan Policy NR.6.1 which directs the City to protect known mineral resources, prevent the unnecessary loss of mineral resources, and comply with State of California requirements for mineral resources contained in the State Surface Mining and Reclamation Act.

Implementation of the other measures included in the CAAP would not involve short- or long-term physical changes that could cause a loss of availability of known mineral resources.

ITEM 11.2.

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For all these foregoing reasons, implementation of the CAAP would not result in the loss of availability of a known mineral resource and no impact would occur. No mitigation is required. b) Result in the loss of availability of a locally important mineral resource recovery site delineated on a local general plan, specific plan, or other land use plan? No impact. As discussed in Criterion (c), construction activities associated with implementation of the CAAP would occur in already disturbed, developed areas such as roadways and parking lots where known mineral resources are not present. Further, future projects would be required to comply with General Plan Policy NR.6.1 which directs the City to protect known mineral resources, prevent the unnecessary loss of mineral resources, and comply with State of California requirements for mineral resources contained in the State Surface Mining and Reclamation Act. Therefore, implementation of the CAAP would not result in the loss of availability of a locally important mineral resource recovery site and no impact would occur. No mitigation is required.

ITEM 11.2.

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3.13 NOISE

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XIII. Noise.

Would the project result in:
a) Generation of a substantial temporary or permanent
increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable
standards of other agencies, or a substantial
temporary or permanent increase in noise levels
above existing ambient levels that could result in an
adverse effect on humans?

b) Generation of excessive groundborne vibration or
groundborne noise levels?

c) For a project located within the vicinity of a private airstrip or an airport land use plan or, where such a
plan has not been adopted, within two miles of a
public airport or public use airport, would the project expose people residing or working in the project area
to excessive noise levels?

3.13.1 Environmental Setting
Sound is a mechanical form of radiant energy, transmitted by a pressure wave through a solid, liquid, or gaseous medium. Sound that is loud, disagreeable, unexpected, or unwanted is generally defined as noise. Noise is typically expressed in decibels (dB), which is a common measurement of sound energy. Definitions of acoustical terms used in this section are provided in Table 3.13-1.

Table 3.13-1 Acoustic Term Definitions
Term Definition
Noise Noise is generally defined as sound that is loud, disagreeable, unexpected, or unwanted.

Decibel (dB) Sound levels are measured using the decibel scale, developed to relate to the range of human hearing.

A decibel is logarithmic; it does not follow normal algebraic methods and cannot be directly summed.

For example, a 65-dB source of sound, such as a truck, when joined by another 65 -dB source results in a sound amplitude of 68 dB, not 130 dB (i.e., doubling the source strength increases the sound pressure by 3 dB). A sound level increase of 10 dB corresponds to 10 times the acoustical energy, and an increase of 20 dB equates to a 100-fold increase in acoustical energy.

Equivalent Noise Level (Leq) The average noise level during a specified time period; that is, the equivalent steady -State noise level in a stated period of time that would contain the same acoustic energy as the time- varying noise level during the same period (i.e., average noise level).

Maximum Noise Level (Lmax) The highest instantaneous noise level during a specified time period.

Day-Night Noise Level (Ldn) The 24-hour Leq with a 10-dB penalty applied during the noise-sensitive hours from 10 p.m. to 7 a.m., which are typically reserved for sleeping.

ITEM 11.2.

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Term Definition
Community Noise Equivalent Level
(CNEL)
Similar to the Ldn described above with an additional 5-dB penalty applied during the noise-sensitive hours from 7 p.m. to 10 p.m., which are typically reserved for evening relaxation activities.

Source: Caltrans 2013
Noise can be generated by many sources, including mobile sources such as automobiles, trucks, and airplanes and stationary sources such as activity at construction sites, machinery, and commercial and industrial operations. As sound travels through the atmosphere from the source to the receiver, noise levels attenuate (i.e., decrease) depending on ground absorption characteristics, atmospheric conditions, and the presence of physical barriers.

In typical noisy environments, changes in noise of 1–2 dB are generally not perceptible. However, it is widely accepted that people are able to begin to detect sound level increases of 3 dB in typical noisy environments. Further, a 5 -dB increase is generally perceived as a distinctly noticeable increase, and a 10 -dB increase is generally perceived as a doubling of loudness. Therefore, a doubling of sound energy (e.g., doubling the volume of traffic on a highway) that would result in a 3-dB increase in sound would generally be perceived as barely detectable.

Major sources of noise within the Plan Area are vehicular traffic along major roadways (i.e., SR 16, U.S. 50, Sunrise Boulevard, Folsom Boulevard, White Rock Road, Zinfandel Drive, and Bradshaw Road ), as well as commercial and industrial uses, active recreation of parks, outdoor play areas of schools, and railroad oper ations. The Plan Area also experiences noises common in urban environments such as automotive repair facilities, elementary school playgrounds, building fire alarms, and community organized events (City of Rancho Cordova 2006b). A community noise survey found average daytime ambient noise levels ranged from 40 dB to 75 dB L eq, with maximum noise levels
that ranged from 51 dB to 88 dB Lmax (City of Rancho Cordova 2006b).

GROUND VIBRATION
Vibration is the periodic oscillation of a medium or object with respect to a given reference point. Sources of vibration include natural phenomena (e.g., earthquakes, volcanic eruptions, sea waves, landslides) and those introduced by human activity (e.g., explosions, machinery, traffic, trains, construction equipment). Vibration sources may be continuous, such as factory machinery, or transient in nature, such as explosions.

Vibration amplitudes are commonly expressed in peak particle velocity (PPV) or root-mean-square (RMS) vibration velocity.

PPV is defined as the maximum instantaneous positive or negative peak of a vibration signal. PPV is typically used in the monitoring of transient and impact vibration and has been found to correlate well to the stresses experienced by buildings (FTA 2006; Caltrans 2013). PPV and RMS vibration velocity are normally described in inches per second (in/sec). Although PPV is appropriate for evaluating the potential for building damage, it is not always suitable for evaluating human response. It takes some time for the human body to respond to vibration signals. In a sense, the human body responds to average vibration amplitude. The RMS of a signal is the average of the squared amplitude of the signal, typically calculated over a 1-second period. As with airborne sound, the RMS velocity is often expressed in decibel notation as vibration decibels (VdB), which serves to compress the range of numbers required to describe vibration (FTA 2006).

The typical background vibration-velocity level in residential areas such as the project area is approximately 50 VdB.

Typical outdoor sources of perceptible ground vibration are construction equipment, steel- wheeled trains, and traffic on rough roads. If a roadway is smooth, the ground vibration is rarely perceptible. Constant or transient vibrations can weaken structures, crack facades, and disturb occupants (FTA 2006).

SENSITIVE RECEPTORS
Noise- and vibration-sensitive land uses are generally considered to include those uses for which noise exposure could result in health-related risks to individuals, as well as uses for which quiet is an essential element of their intended purpose. Residential dwellings are of primary concern because of the potential for increased and prolonged exposure of individuals to both interior and exterior noise levels. Additional land uses such as parks, historic sites, cemeteries, and recreation areas are also considered sensitive to increases in exterior noise levels. Schools, health ITEM 11.2.

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care facilities, places of worship, hotels, libraries, and other places where low interior noise levels are essential are also considered noise- and vibration-sensitive land uses.

AIRPORTS AND PRIVATE AIRSTRIPS
The Mather Airport is located within the southern portion of the Plan Area, which includes the currently adopted 60- and 65-dBA CNEL noise contours outlined in the Mather Airport Comprehensive Land Use Plan (CLUP). Single-event noise levels for aircraft overflights are greatest and most frequent near the airport’s primary flight paths.

CITY OF RANCHO CORDOVA GENERAL PLAN
The City’s General Plan Noise Element utilizes Sacramento County’s interior and exterior noise standards. Land use compatibility noise exposure limits are generally established as:
 55 dBA CNEL/Ldn during any cumulative 30-minute period at day and 50 dBA CNEL/Ldn during any cumulative 30-minute period at night for exterior spaces at a majority of land use designations throughout the City.  No noise lasting for any duration shall exceed 75 dBA CNEL/Ldn during the day and 70 dBA CNEL/Ldn at night.

Relevant goals and policies include the following:

GOAL N.1: Ensure that all new development will be free of noise disturbances.  Policy N.1.2: Ensure that the indoor and outdoor areas of new projects will be located, constructed, and/or shielded from noise sources in compliance with the City’s noise standards to the maximum extent feasible.  Policy N.1.3: Ensure that proposed non-residential land uses likely to exceed the City’s standards do not create noise disturbances in existing noise-sensitive areas.
 Policy N.1.4: Mitigate noise created by proposed non-transportation noise sources to comply with the City’s noise standards to the maximum extent feasible.
 Policy N.1.5: Mitigate noise created by the construction of new transportation noise sources (such as new roadways or new light rail service) to the maximum extent feasible to comply with the City’s standards.  Policy N.1.6: Ensure that comfortable noise levels and adequate privacy are maintained in higher density development.
 Policy N.1.8: New residential development shall only be allowed inside of the 60 CNEL Mather Airport Policy Area if the following conditions are met:
• Noise insulation is provided in all new residential dwelling units that reduces interior noise levels to 45 dB with windows closed in any habitable room.
• Prospective buyers are notified through the Public Report prepared by the California Department of Real Estate disclosing the fact that the parcel is located within the Mather Airport Policy Area. • An Aviation Easement is recorded on the property acknowledging that the property is located within the Mather Airport Policy Area. The easement shall grant the right of flight and unobstructed passage of all aircraft into and out of Mather Airport. The Avigation Easement shall be granted to the County of Sacramento, recorded with the Sacramento County Recorder and filed with the County Department of Airports.

GOAL N.2: Reduce noise disturbances in existing development and ensure that all mitigation methods positively contribute to the city’s livability.
 Policy N.2.1: Strategically locate grade separations on existing or future light rail lines so that they will not result in adverse noise impacts to adjacent residential areas.

ITEM 11.2.

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 Policy N.2.2: Ensure that operational noise levels of new roadway projects will not result in significant noise impacts.
 Policy N.2.3: Emphasize mitigation methods other than soundwall installation to reduce noise to acceptable levels in residential areas originally constructed without soundwalls.

CITY OF RANCHO CORDOVA MUNICIPAL CODE
The City’s Noise Ordinance (Chapter 6.68 of the RCMC) prohibits loud, annoying, or unnecessary noises. It provides definition for and examples of prohibited noise sources and establishes numeric noise thresholds for exterior and interior related noise. Exterior noise levels are limited 7 days a week to 55 dBA Lmax from 7:00 a.m. to 10:00 p.m. and 50 dBA Lmax from 10:00 p.m. to 7:00 a.m. Interior noise levels are limited to 45 dBA Lmax for a cumulative period of more than five minutes in any hour, 50 dBA Lmax for a cumulative period of more than one minute in any hour, and 55 dBA Lmax for any period of time. Construction activities, however, are exempt from the noise standards provided that they do not occur outside the daytime hours of 7:00 a.m. to 6:00 p.m., Monday through Saturday, and 9:00 a.m. to 6:00 p.m. on Sunday. Exemptions also apply to other specific categories mentioned in RCMC Chapter 6.68. Schools, hospitals, churches, equipment and machinery, off-road and waste disposal vehicles, and audio devices on public owned property are also subject to specific regulations described in the RCMC.

3.13.2 Discussion
a) Generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies, or a substantial temporary or permanent increase in noise levels above existing ambient levels that could result in an adverse effect on humans?
Less than significant. The CAAP is a policy-level document that does not include any site-specific designs or proposals or grant any entitlements for development. However, CAAP Measures Carbon Storage-1.1, Energy-1.1, -1.2, -2.1, -2.2, Transportation-1.1, -1.3, -2.1, -2.2, -2.3, -3.1, -3.2, -3.4, -4.1, -4.2, -4.3, -5.1, -5.2, -5.3, and -5.4 would result in the construction of new EV charging stations, roundabouts, bicycle infrastructure, new small-scale renewable energy systems, and tree planting. During operation, these types of projects would not permanently introduce any new stationary sources of noise (e.g., machinery, pumps, fans, compressors, or other equipment) and would not generate new vehicle trips that would result in transportation-related noise. Therefore, operation of these projects would not result in any increases in permanent noise sources.

RCMC Chapter 6.68 exempts construction activities from the City’s noise standards provided that such activities occur during normal daytime hours of 7:00 a.m. to 6:00 p.m., Monday through Saturday, and 9:00 a.m. to 6:00 p.m. on Sunday. Outside these hours, construction activities would be subject to the noise standards specified in RCMC Chapter 6.68. The Federal Transit Administration (FTA) has also established construction noise criteria which specify noise levels that may result in an adverse community reaction. The FTA criteria are as follows:
 Residential: 90 dBA Leq (day) and 80 dBA Leq (night)
 Commercial/Industrial: 100 dBA Leq (day and night)
Implementation of the CAAP, including but not limited to measures Carbon Storage-1.1, Energy-1.1, -1.2, -2.1, -2.2, Transportation-1.1, -1.3, -2.1, -2.2, -2.3, -3.1, -3.2, -3.4, -4.1, -4.2, -4.3, -5.1, -5.2, -5.3, and -5.4 would result in temporary increases in ambient noise levels from vehicle trips that generate noise. Construction-related vehicle trips would travel along multiple roads throughout the city, and therefore not expose any individual sensitive receptor to substantial noise levels for a sustained period of time. Additionally, the minor and temporary increase in construction-related vehicle trips would not result in a substantial increase in ambient noise levels along roadways in the city because a doubling of traffic volume on a roadway would have to occur before an increase in noise levels would be detectable to a person.

ITEM 11.2.

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The use of heavy equipment would also result in temporary increases in ambient noise levels during construction of the infrastructure associated with CAAP activities. Construction equipment that could be used includes concrete saws for hardscape removal, backhoes or mini excavators, skip loaders, smooth drum rollers, dump trucks, and striping and paving machines, depending on the type of project. Based on the anticipated construction equipment that would be used and applying reference maximum noise levels for each, average hourly construction noise could range from 76 dBA Leq to 83 dBA Leq at 50 feet from the receptor (FTA 2018).

During the normal daytime hours specified above, the construction activities for each project would be exempt from the City’s construction noise requirements. If construction activities were to occur outside these hours, they would be subject to the noise standards outlined in RCMC Chapter 6.68. Depending on the specific construction activities involved and the proximity of construction activities to existing sensitive receptors, construction noise levels from construction activities taking place outside normal daytime hours may exceed the sound level limit of 5 5 dBA L eq, as
specified above. However, in these cases, applicants would be required to obtain a variance from the City , and these cases are unlikely since construction activities are not expected to take place outside normal daytime hours.

Regardless, construction noise levels are not anticipated to exceed FTA’s construction noise criteria of 90 dBA Leq in residential areas and 100 dBA Leq in commercial and industrial areas. Therefore, construction activities would not result in an adverse community reaction.

With regard to human response, changes in noise of 1 to 2 dB are generally not perceptible to people in typical noisy environments. However, it is widely accepted that people can begin to detect sound level increases of 3 dB in typical noisy environments. Further, a 5‑dB increase is generally perceived as a distinctly noticeable increase, and a 10 -dB increase is generally perceived as a doubling of loudness (Caltrans 2013). However, a substantial increase in noise itself does not necessarily constitute a significant noise impact, so long as overall noise exposure is below an acceptable level and does not result in excessive exposure for extended periods of time (FTA 2018) For construction activity along the loudest roadways in the City, construction noise would be masked by existing ambient noise levels. However, at other locations, such as in quieter, residential neighborhoods away from major roadways, existing ambient noise levels could be below 60 dBA CNEL. In these areas, construction -related noise increases could exceed 10 dB, which would be perceived by people adjacent to the equipment as more than a doubling of existing noise levels. Actual increases in noise levels would vary depending on the distance from the construction equipment to the receptor and the presence of intervening topography, vegetation, or structures, which may provide shielding and reduce noise levels.

FTA provides general and detailed guidance for assessing construction noise impacts and this analysis is developed largely based on general guidance. In addition, FTA recognizes the greater potential for noise impacts to occur when construction activities result in noise exposure for extended periods of time, which FTA has identified as 30 days, and in these circumstances, recommends the use of lower noise standards that account for the sensitive time of the day.

Because the proposed project’s construction would likely occur during daytime hours and each individual phase would be relatively short (i.e., one to two days at any one location), it is appropriate to only consider th e hourly noise levels at each construction location, assessing construction noise as a temporary and intermittent source rather than a source that occurs for an extended period of time.

On average, construction activities for projects under the CAAP would be short-term, lasting for approximately one to two weeks. Construction activities would not involve particularly noisy equipment or activities, such as blasting or p ile driving. Different pieces of construction equipment would be used intermittently to complete the work and would move linearly along a roadway or corridor and through a given area at an approximate rate of 250 to 350 feet per day. Because the sources of construction noise would be mobile and shifting as the work is performed, the exposure of individual residents, households, and other sensitive receptors to substantial noise level increases would be limited to a fraction of a workday. Furthermore, construction-related noise-generating activities would be most likely be limited to daytime hours when ambient noise levels are higher and people are less likely to be disturbed or awakened. Such brief, intermittent periods of exposure to substantial noise level increases would not result in the kinds of adverse health effects to humans that are associated with prolonged exposure to sustained substantial noise levels over long periods of time (e.g., weeks or months) or to substantial noise level increases that disrupt sleep. Thus, ITEM 11.2.

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for all the foregoing reasons, construction activities would not result in substantial temporary increases in noise levels that would adversely affect human health or well-being in the city.

Based on the above discussion, implementation of the CAAP would not generate substantial temporary or permanent increases in ambient noise levels in the vicinity of a given project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies, or a substantial temporary or permanent increase in noise levels above existing ambient levels that could result in an adverse effect on humans. This impact would be less than significant.
b) G eneration of excessive groundborne vibration or groundborne noise levels? Less than significant. The CAAP is a policy-level document that does not include any site-specific designs, or locations for future improvements. However, implementation of the CAAP, including measures Carbon Storage-1.1, Energy-1.1, -1.2, -2.1, -2.2, Transportation-1.1, -1.3, -2.1, -2.2, -2.3, -3.1, -3.2, -3.4, -4.1, -4.2, -4.3, -5.1, -5.2, -5.3, and -5.4 would include EV charging stations, roundabouts, bicycle infrastructure, on-site solar arrays, and tree planting. Operation of these projects would not introduce stationary or transportation-related sources of groundborne vibration or noise.

Therefore, operation of these projects would not generate excessive groundborne vibration or noise levels.

Based on FTA guidance, transient vibrations (such as construction activity) with a 0.2 inches per second (in/sec) PPV may be characterized as causing structural damage to non-engineered timber and masonry buildings, 0.3 PPV in/sec for engineered concrete masonry, and 0.5 PPV in/sec for reinforced concrete, steel, or timber structures. In addition, the FTA recommends a level of 80 VdB for the purpose of evaluating disturbance to sensitive land uses where people sleep.

Implementation of the CAAP, including measures Carbon Storage-1.1, Energy-1.1, -1.2, -2.1, -2.2, Transportation-1.1, -1.3, -

2.1, -2.2, -2.3, -3.1, -3.2, -3.4, -4.1, -4.2, -4.3, -5.1, -5.2, -5.3, and -5.4 would result in temporary increases in groundborne noise and vibration from the use of heavy equipment. Construction equipment that could be used includes concrete saws for hardscape removal, backhoes or mini excavators, skip loaders, smooth drum rollers, dump trucks, and striping and paving machines, depending on the type of project. Construction activities would not require the use of pile drivers or other types of equipment that produce substantial groundborne vibration or noise. Of the types of equipment that would be used, vibratory rollers would generate the highest levels of vibration. Based on FTA guidance, reference vibration levels for this type of equipment are 0.21 PPV in/sec and 94 VdB at 25 feet. FTA recommended criteria of 0.2 PPV in/sec for structural damage and 80 VdB for human disturbance could be exceeded for projects at distances within 75 feet and 25 feet, respectively, of construction equipment use. Actual exposure levels would depend on equipment types, haul truck routes, and proximity to and characteristics of sensitive receptors.

Construction activities for each project would be short-term. Different pieces of construction equipment would be used intermittently to complete the work and would move linearly along a roadway or corridor an d through a given area at an approximate rate of 250 to 350 feet per day. Because the sources of groundborne vibration and noise would be mobile and shifting as the work is performed, the exposure of individual residents, households, and other sensitive receptors to excessive groundborne vibration and noise would be limited to a fraction of a workday.

Furthermore, construction activities that generate groundborne vibration and noise would most likely be limited to daytime hours when people are less likely to be disturbed or awakened. Such brief, intermittent periods of exposure to increases in groundborne vibration and noise would not result in the kinds of adverse health effects to humans that are associated with prolonged exposure to sustained substantial groundborne vibration and noise levels over long periods of time (e.g., weeks or months) or to substantial noise level increases that disrupt sleep. Furthermore, most construction activities would most likely be located at distances greater than 25 feet from the nearest structures and vibration levels would dissipate rapidly at increasing distance from the vibration source. Finally, it is extremely rare for structural damage to occur from equipment other than pile driving . At these distances, thus, the potential for structural damage from the proposed construction activities would not be a concern. For all the foregoing reasons, implementation of the CAAP would not generate excessive groundborne vibration or groundborne noise levels. This impact would be less than significant.

ITEM 11.2.

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c) For a project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels?
Less than significant. The Mather Airport is located outside of the Rancho Cordova City limits but overlaps with some of the currently adopted 60- and 65-dBA CNEL noise contours outlined in the Mather Airport Comprehensive Land Use Plan. However, the CAAP does not propose any new sensitive receptors (e.g., residences, schools) that could be adversely impacted from noise associated with aircraft flyovers. Temporary construction workers would not be adversely affected by aircraft flyover as noise generated from construction equipment would be the dominant noise exposure to them, which is generally dealt with by wearing ear plugs to prevent hearing damage. Fur thermore, long- term maintenance workers would not sleep onsite; thus, they would not be exposed to potential sleep disturbance from aircraft flyovers. Thus, implementation of the CAAP would not expose people residing or working near an airport to excessive airport/aircraft noise. This impact would be less than significant.

ITEM 11.2.

ATTACHMENT 3

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3.14 POPULATION AND HOUSING

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XIV. Population and Housing.

Would the project:
a) Induce substantial unplanned population growth in
an area, either directly (for example, by proposing
new homes and businesses) or indirectly (for
example, through extension of roads or other
infrastructure)?

b) Displace substantial numbers of existing people or
housing, necessitating the construction of
replacement housing elsewhere?

3.14.1 Environmental Setting
The City has a total population of approximately 79,332 people (U.S. Census Bureau 2020). Between 1990 and 2000 the city’s population increased from 51,322 people to 53,065 people, or by approximately 3 percent, and, between 2010 and 2020, the city experienced a population increase of approximately 22.5 percent (U.S. Census Bureau 2020).

Growth occurred primarily due to availability of vacant land, land constraints in other areas of the county, and employment opportunities (City of Rancho Cordova 2006b). The 2020 Census reported a total of 26,725 households, with an average household size of approximately 3 people. Approximately 66 percent of households were family households, and approximately 56 percent are owner-occupied, which is slightly less than the County average (57.8 percent) (City of Rancho Cordova 2006b; U.S. Census Bureau 2020).

3.14.2 Discussion
a) Induce substantial unplanned population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)?
Less than significant. CAAP measures that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These projects would not induce population growth directly or indirectly because the projects do not propose new housing or changes to policies or regulations related to land use or residential zoning. Measures included in the CAAP that would result in the construction of roundabouts and bicycle infrastructure (Transportation-2.1, -2.2, and Adaptation-5g), installation of EV charging infrastructure (Transportation-5.1 through 5.4), and tree planting (Carbon Storage-1.1), could require a temporary increase in the number of construction workers. These types of projects are small construction projects, which would not require a large construction crew. Furthermore, construction workers would likely be from the Sacramento region and permanent, substantial relocation of workers would not be required. Therefore, implementation of these measures would not result in substantial population growth or employment growth in the Plan Area. The impact would be less than significant. No mitigation is required.

ITEM 11.2.

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b) Displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere?
No impact. Implementation of the CAAP would not displace people or because they would not require the removal of existing housing and would not propose changes to policies or regulations related to land use or residential zoning.

Therefore, implementation of the CAAP would not displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere. No impact would occur. No mitigation is required.

ITEM 11.2.

ATTACHMENT 3

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3.15 PUBLIC SERVICES

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XV. Public Services.

Would the project:
a) Result in substantial adverse physical impacts
associated with the provision of new or physically
altered governmental facilities, or the need for new
or physically altered governmental facilities, the
construction of which could cause significant
environmental impacts, in order to maintain
acceptable service ratios, response times, or other
performance objectives for any of the public services:

Fire protection?
Police protection?
Schools?
Parks?
Other public facilities?

3.15.1 Environmental Setting
The Plan Area is located within the following public service districts, and described further below:
 Fire Protection – Sacramento Metropolitan Fire District (SMFD)  Police Protection – Rancho Cordova Police Department (RCPD)  School District – Folsom Cordova Unified School District (FCUSD)  Park District – Cordova Recreation and Park District (CRPD)  Electrical Service – Sacramento Metropolitan Utilities District (SMUD)  Natural Gas Service – Pacific Gas and Electric (PG&E) The Sacramento Metropolitan Fire District (SMFD) is the agency responsible for providing emergency services in the event of a fire emergency. SMFD is a full-service department, operating 41 active fire stations, two reserve fire stations, and maintaining more than 360 vehicles and apparatus (SMFD 2023a). SMFD covers an area of approximately 357 square miles and a population of approximately 745,000 citizens, including the City (SMFD 2023b).

The District provides a variety services to the community, including fire suppression; rescue; emergency medical services, including Advanced Life Support 911 response and transport services; fire prevention; vegetation management; public education; emergency preparedness; and trauma support. SMFD employs approximately 673 personnel and includes 39 engine companies, 5 truck companies, 12 medic transportation units, 8 historical fire apparatus, 5 crash/rescue units, and various watercraft response units (City of Rancho Cordova 2006b). SMFD currently has seven fire stations located within city limits, as shown in Table 3.15-1.

ITEM 11.2.

ATTACHMENT 3

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Table 3.15-1 Existing Fire Protection Facilities and Locations Serving Rancho Cordova Name of Facility Address
Station 61 10595 Folsom Blvd
Station 62 3646 Bradshaw Road
Station 63 12395 Folsom Blvd
Station 64 9116 Vancouver Drive
Station 65 11201 Coloma Road
Station 66 3180 Kilgore Road
Station 68 4381 Anatolia Dr
Source: City of Rancho Cordova 2006b
The Rancho Cordova Police Department (RCPD) contracts with the Sacramento County Sheriff’s Department (SCSD) Patrol Services for law enforcement services, including patrol, traffic, investigations, and administrative services. The Police Station is located at 10361 Rockingham Way in the City. RCPD is staffed with 76 sworn officers and 13 non- sworn officers who serve the City as well as eastern Sacramento County. Furthermore, t he City falls within the jurisdiction of the East Patrol Division of SCSD (SCSD 2023). SCSD serves a population of approximately 616,600 people and has personnel totaling 2,332 people, consisting of 1,789 officers and 543 non -sworn members. The SCSD also has a reserve force of 168 officers and roughly 621 volunteer forces (City of Rancho Cordova 2006b).

Primary education (grades kindergarten through 12) is largely provided by the Folsom Cordova Unified School District (FCUSD), with several schools in the Elk Grove Unified School District and one school in Sacramento Unified School District also located in the city. The FCUSD is made up of 30 schools, with 19 elementary schools, four middle schools, two high schools, plus continuation high schools, adult education, and other service centers. Based on current facilities, the FCUSD has a capacity of 18,265 students. Within city limits, the FCUSD includes 11 elementary schools, two middle schools, one high school, and two alternative/continuation schools (City of Rancho Cordova 2006b).

Other public facilities located in the city include government buildings, a library, and parks and recreational facilities.

The Rancho Cordova Library is operated by the Sacramento County Library branch system and located at 9845 Folsom Blvd in downtown. The Library operates Tuesday through Saturday from 10:00 a.m. to 6:00 p.m., and is closed on Sundays and Mondays (Sacramento Public Library 2023). See Section 3.16.1 of the Recreation chapter for a description of the City’s existing parks and recreational facilities.

ITEM 11.2.

ATTACHMENT 3

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3.15.2 Discussion
a) Result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, or the need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives for any of the public services:

Fire protection?
Police protection?
Schools?
Parks?
Other public facilities?
No impact. CAAP measures that would be implemented include improvements to the City’s existing pedestrian, bicycle, and transit network. These projects do not include development of new residences or the creation of permanent jobs requiring increased fire or police services. As discussed in Section 3.1 4, “Population and Housing,” CAAP measures would not induce population growth in the community that would require school services, new or expanded park facilities, other public facilities. Therefore, implementation of the CAAP would not result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities. No impact would occur. No mitigation is required.

ITEM 11.2.

ATTACHMENT 3

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3.16 RECREATION

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XVI. Recreation.

Would the project:
a) Increase the use of existing neighborhood and
regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated?
b) Include recreational facilities or require the
construction or expansion of recreational facilities
that might have an adverse physical effect on the
environment?

3.16.1 Environmental S etting
The Cordova Recreation and Park District (CRPD), which is a special district separate from the City, has the primary responsibility for providing and maintaining recreational facilities throughout the ci ty. CRPD maintains several types of parks: community parks, which serve the entire ci ty; neighborhood parks, which are located near schools; and mini
-parks, which are small public spaces. Within the City of Rancho Cordova's boundaries, CRPD owns 8 community parks, 23 neighborhood parks, 2 community swimming pools, the Hagan Community Center at Hagan Community Park, the Neil Orchard Senior Activities Center, the Mather Sports Complex, and the White rock Community Clubhouse.

Additionally, Sacramento County owns and maintains the American River Parkway, which includes 23 miles of open space located along the American River. The City has a parkland minimum standard of 5 acres of public parks and recreational facilities per 1,000 residents. Additionally, all new developments are required by the CRPD
to provide either parkland dedication or in-l ieu fees to construct new parks and related facilities (City of Rancho Cordova 2006b).
a) Increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated?
No impact. The implementation of the CAAP would not increase the use of recreational facilities to the extent that substantial deterioration would occur. Typically, this impact occurs when a project induces population growth, such as new development or a business that would necessitate a large number of new employees. Implementation of the CAAP would not include construction of new housing or commercial development. Furthermore, the number of construction workers needed to install future projects would be minimal and would not substantially increase the use of existing recreational facilities. Therefore, implementation of the CAAP would not increase the use of recreational facilities to the extent that substantial deterioration would occur. No impact would occur. No mitigation is required. b) Include recreational facilities or require the construction or expansion of recreational facilities that might have an adverse physical effect on the environment? No impact. As discussed in Section 3.16.2(a), CAAP measures would not include development of recreational facilities and would not induce population growth that would require the construction or expansion of recreational facilities .

Therefore, no impact would occur. No mitigation is required.

ITEM 11.2.

ATTACHMENT 3

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3.17 TRANSPORTATION

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XVII. Transportation.

Would the project:
a) Conflict with a program, plan, ordinance or policy
addressing the circulation system, including transit,
roadway, bicycle, and pedestrian facilities?

b) Conflict or be inconsistent with CEQA Guidelines
section 15064.3, subdivision (b)?

c) Substantially increase hazards due to a geometric
design feature (e.g., sharp curves or dangerous
intersections) or incompatible uses (e.g., farm
equipment)?

d) Result in inadequate emergency access?

3.17.1 Environmental Setting
The transportation system in the city consists of highways, streets, pedestrian pathways, transit routes, and bikeways.

The circulation system is connected to the larger regional network which includes SR 16 and Interstate 50 (I-50). SR 16 is an east-west two-lane rural highway that runs along the southern edge of the City limits to Sacramento to the west and Rancho Murieta and Amador County to the east. I-50 is an east-west multi-lane freeway beginning west of the City of Sacramento and continuing east through Sacramento County and El Dorado County to Lake Tahoe and beyond and can be accessed throughout various points within the Plan Area (City of Ranch Cordova 2006b).

Public transportation services include the public bus service and light rail service operated by Sacramento Regional Transit. Bicycle facilities within the Plan Area are concentrated along the Folsom South Canal, American River, and along a portion of Sunrise Boulevard south of the American River. Pedestrian facilities are primarily developed as part of the existing roadway system within the Plan Area and are largely comprised of paths, sidewalks, and pedestrian crossings (City of Rancho Cordova 2006b).

3.17.2 Discussion
a) Conflict with a program, plan, ordinance or policy addressing the circulation system, including transit, roadway, bicycle, and pedestrian facilities? Less than significant. The implementation of CAAP would not result in long-term operational increases in vehicular traffic along roadways in the Plan Area. The GHG reduction measures and adaptation actions would improve the operation of the circulation system in several ways, including fewer vehicle trips on roadways and highways and higher numbers of transit riders, bicyclists, and pedestrians. For example, implementation of the CAAP would reduce vehicle speeds and idling through implementation of traffic calming measures (Measure Transportation-2.4), implement new bicycle lanes through the City’s Bicycle Master Plan (Measure Transportation-2.1), provide a bikeshare/scooter program (Measure Transportation-2.3), provide a microtransit electric shuttle program (Measure Transportation-3.4), increase transit ridership (Measure Transportation-3.1), and provide features to discourage single occupancy vehicle trips (Measure Transportation-1.1).

ITEM 11.2.

ATTACHMENT 3

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Consistent with the General Plan, new bikeways would be located along identified travel routes. The construction of new bicycle infrastructure would be consistent with General Plan Goal C.2 which directs the City to establish an extensive, complete, smooth, interconnected, and continuous bicycle network through the city. Implementation of the CAAP would not conflict with any measures included in the General Plan or RCMC. Retrofits to existing buildings would introduce some level of new vehicle trips; however, this increase in vehicle movement would be dispersed throughout the Plan Area and would not be substantial to the degree that any City standards would be exceeded.

Therefore, implementation of GHG reduction measures would not adversely affect the performance of the circulation system and would not conflict with any applicable transportation plans, ordinances, or policies. This impact would be less than significant. No mitigation is required.
b) Conflict or be inconsistent with CEQA Guidelines section 15064.3(b), which pertains to vehicle miles travelled?
Less than significant. Senate Bill 743, passed in 2013, required the Governor’s Office of Planning and Research (OPR) to develop new CEQA guidelines that address traffic metrics under CEQA. The Office of Administrative Law approved (on December 28, 2018) comprehensive updates to the CEQA Guidelines (including at Section 15064.3(b)) that included removing Level-of-Service as a measure of transportation impacts under CEQA and replacing it with VMT. A “vehicle mile traveled” is defined as one vehicle traveling on a roadway for 1 mile. Pursuant to State CEQA Guidelines Section 15064.3(c), this change in analysis has been required since July 1, 2020. According to OPR’s Technical Advisory on Evaluating Transportation Impacts in CEQA, projects that generate or attract fewer than 110 vehicle trips per day generally may be assumed to cause a less-than-significant transportation impact (OPR 2018). This section of the Initial Study relies on the City’s VMT thresholds.

As described in Section 3.14, implementation of GHG reduction measures would not induce substantial population or employment growth in the Plan Area, therefore it would not generate additional VMT over the long- term. The types of projects facilitated by implementation GHG reduction measures are small construction projects, which would not require a large construction crew. This would result in a small number of construc tion worker related trips to and from future project sites. In addition, worker related trips would be sporadic and occur at designated times throughout implementation of GHG reduction measures. Therefore, implementation of GHG reduction measures would not generate 110 construction trips per day. Moreover, the CAAP includes the following GHG reduction measures that would meaningfully reduce the rate of VMT in the Plan Area over the long-term:
 Transportation-1.1: Enforce the City’s Transportation Impact Guidelines, which require developers to include features in their projects that decrease the amount of driving alone and encourage people to make trips by walking, biking, or using public transit.
 Transportation-1.2: Reduce or eliminate requirements to provide a minimum number of off-street parking spaces in new development projects.
 Transportation-1.3: Improve street connectivity, for example by providing walkways at the ends of existing cul-de - sacs, or requiring walkable street systems in new developments.  Transportation-2.1: Implement the City’s Bicycle Master Plan to increase the number and quality of walkways and bikeways.
 Transportation-2.3: Provide temporary or permanent car-free zones or “slow streets” in specified areas, for example, individual blocks or residential streets.
 Transportation-3.1: Increase the frequency of SacRT bus, CordoVan service, and/or light rail service, or extend service to cover new areas or times of day.
 Transportation-13: Encourage Existing Employers to Implement Transportation Demand Management Plans  Transportation-3.4: Provide a microtransit electric shuttle program (capacity for 7-15 passengers) that provides on-demand pick up and drop off within defined, small-scale areas.

ITEM 11.2.

ATTACHMENT 3

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 Transportation-4.3: Implement a bikeshare/scooter share program in which conventional or electric powered bikes or scooters are available to users on-demand for short-term rentals.

Any temporary VMT increases associated with construction activities would be offset by the overall net benefit of reducing the long-term rate of VMT due to the implementation of the CAAP. Therefore, CAAP implementation would not conflict or be inconsistent with CEQA Guidelines section 15064.3(b), and the impact would be less than significant.

No mitigation is required.
c) Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? Less than significant. The implementation of the CAAP would result in ground disturbing activities, including grading and excavation, could, depending on their location, result in alterations of public roadways. Construction of new pedestrian and bicycle infrastructure (Transportation-2.1), installation of EV charging infrastructure (Transportation-5.1, -

5.2, and -5.3), PV solar panels (Adapttion-1e), and installation of traffic calming infrastructure (Transportation-2.2) could result in construction-related vehicle trips, and trips associated with the workers commuting to and from construction sites. The number of haul trips and workers trips to and from construction sites would vary based on the type of future project and project location. However, the types of projects facilitated by CAAP implementation are small construction projects, which would not require a large construction crew. This would result in a small number of worker related trips to and from future project sites. Construction activities would result temporary road closures which could temporarily disrupt traffic operations; however, any lane closures would be accompanied by traffic control signage and flaggers.

All future roadway improvements would be required to comply with the City’s Design Guidelines which requires streets to be designed to current City standards and final pavement approval by the Public Works Directory prior to installation (City of Rancho Cordova 2005). Construction-related activities would be subject to the standards contained in a Traffic Control Plan, which includes provisions for public convenience and safety, construction area traffic control, and hours of work, which shall be in accordance with the Standard Construction Specifications. Specific requirements are provided in Sections 6-11, 6-12, 7-8, and 12 of the Standard Construction Specifications. Future contractors would be responsible for public safety and traffic control within the project limits and on the approaches to the project.

Because future construction of the GHG reduction measures would comply with the relevant traffic- and street-related regulations overseen by the City, implementation of GHG reduction measures would not substantially increase hazards due to a geometric design feature and the impact would be less than significant. No mitigation is required. d) Result in inadequate emergency access?
Less than significant. The GHG reduction measures would not result in new development or land uses that would require installation of emergency access routes. However, construction of new roundabouts and bicycle infrastructure (Transportation-2.1 and -2.2) could permanently alter existing roadways that serve as emergency access routes. All future roadway improvements would be required to comply with the California Fire Code, adopted by reference in SMMC Chapter 17.64, and SMMC Section 17.64.120 which requires the width of an unobstructed roadway to measure no less than 24 feet in order to provide adequate access for fire and emergency responders. Therefore, CAAP implementation would not result in inadequate emergency access and the impact would be less than significant . No mitigation is required.

ITEM 11.2.

ATTACHMENT 3

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3.18 TRIBAL CULTURAL RESOURCES

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XVIII. Tribal Cultural Resources.

Has a California Native American Tribe requested
consultation in accordance with Public Resources Code
section 21080.3.1(b)?
Yes No
Would the project cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public Resources Code section 21074 as either a site, feature, place, cultural landscape that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American tribe, and that is:
a) Listed or eligible for listing in the California Register of Historical Resources, or in a local register of
historical resources as defined in Public Resources
Code section 5020.1(k)?

b) A resource determined by the lead agency, in its
discretion and supported by substantial evidence, to
be significant pursuant to criteria set forth in
subdivision (c) of Public Resources Code Section
5024.1. In applying the criteria set forth in subdivision (c) of Public Resource Code Section 5024.1, the lead
agency shall consider the significance of the
resource to a California Native American tribe?

3.18.1 Environmental Setting
Lands within the Plan Area were historically inhabited by the Valley Nisenan native group, who inhabited territory between the Sacramento River to the west and the Sierra Mountains to the east, and the Cosumnes River to the south and the southern fork of the Feather River to the north. The Valley Nisenan were known for their utilitarian stone tools and their extensive assemblage of fishing-related implements (City of Rancho Cordova 2006b).

AB 52, signed into law in September of 2014, established a new class of resources under CEQA: “tribal cultural resources,” defined in PRC 21074. Pursuant to PRC Sections 21080.3.1, 21080.3.2, and 21082.3, where one or more California Native American Tribes has requested formal written notification of proposed projects from a lead agency, the lead agency shall begin consultation with those tribes by providing them with formal written notification of proposed projects prior to the release of an environmental impact report, negative declaration, or mitigated negative declaration.

In compliance with PRC section 21080.3.1, the City provided formal written notification of the CAAP to following four Native American tribes on January 27, 2023: Ione Band of Miwok Indians; United Auburn Indian Community; Shingle Springs Band of Miwok Indians; and Wilton Rancheria. The notification letters were received by the tribes on January 30, 2023.

In response to the City’s notification, the United Auburn Indian Community contacted the City via e-mail on February 28, 2023 to request additional information on how tribal cultural resources could potentially be affected by the CAAP.

The City responded in writing on March 10, 2023, and received no further correspondence from United Auburn Indi an Community. In a letter dated March 10, 2023, the Shingle Springs Band of Miwok Indians requested that formal consultation be initiated. The City responded in writing on March 20, 2023, and received no further correspondence from the Shingle Springs Band of Miwok Indians. AB 52 consultation related to the CAAP is closed. During implementation of the CAAP the City will comply with AB 52 tribal consultation requirements as applicable during CEQA review.

ITEM 11.2.

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3.18.2 Discussion
Would the project cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public Resources Code section 21074 as either a site, feature, place, cultural landscape that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American tribe, and that is:
a) Listed or eligible for listing in the California Register of Historical Resources, or in a local register of historical resources as defined in Public Resources Code section 5020.1(k)?
b) A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in subdivision (c) of Public Resources Code Section 5024.1. In applying the criteria set forth in subdivision (c) of Public Resource Code Section 5024.1, the lead agency shall consider the significance of the resource to a California Native American tribe? Less than significant. Implementation of the CAAP would involve ground disturbing activities, including grading and excavation, during which, depending on their location, a tribal cultural resource could be encountered. Ground disturbing activities, including minor grading and excavation, would result from construction of new roundabouts and bikeways (Transportation-2.1, -2.2, and Adaptation-5g), installation of EV charging infrastructure (Transportation-5.1 through 5.4), and tree planting (Carbon Storage-1.1). PRC Section 21074 defines a tribal cultural resource as a site, feature, place, or cultural landscape that is geographically defined in terms of size and scope, sacred place, or object with cultural value to a California Native American tribe that is either included or eligible for inclusion in the California Register or a local register of historical resources. Given that Native American tribes inhabited the Plan Area, there is a potential that unidentified resources may be discovered during construction activities. The potential for disturbance may be reduced through surveying a site to determine the likelihood that tribal cultural resources are present, review of records to determine if tribal cultural resources are known to occur in the area, and then designing future projects to avoid areas where resources may be present. However, CAAP projects would be located in developed areas within roadway rights-of-way, such as on existing roads and sidewalks, or in disturbed areas along roadway shoulders.

Because ground disturbance would be limited to shallow depths, generally comprised of artificial fill or previously disturbed soils, tribal cultural resources are unlikely to be encountered.

Nonetheless, future projects would be required to comply with General Plan Policy CHR.1.3 which directs the City to ensure that cultural resources (including prehistoric, historic, paleontological, and Senate Bill 18 Tribal resources) are analyzed and conserved in compliance with CEQA requirements, and Policy CHR.1.2 which directs the City to identify and protect historic and cultural resources including individual properties, districts, and sites (e.g., archaeological sites) in compliance with CEQA. In addition, enforcement of General Plan Mitigation Measures would reduce impacts to tribal cultural resources. Although the General Plan does not address “tribal cultural resources” as specifically defined under PRC section 21074 (the General Plan was approved in 2006, prior to AB 52, signed into law September 2014), the measures were developed to protect tribal resources. The intent behind the General Plan Mitigation Measures mirror the provisions under PRC Section 21084.3 (b), which describe mitigation measures that may avoid or minimize significant adverse impacts on tribal cultural resources defined under PRC section 21074, including:
(1) Avoidance and preservation of the resources in place, including, but not limited to, planning and construction to avoid the resources and protect the cultural and natural context, or planning greenspace, parks, or other open space, to incorporate the resources with culturally appropriate protection and management criteria. (2) Treating the resource with culturally appropriate dignity taking into account the tribal cultural values and meaning of the resource, including, but not limited to, the following:
(A) Protecting the cultural character and integrity of the resource ITEM 11.2.

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(B) Protecting the traditional use of the resource
(C) Protecting the confidentiality of the resource.
(3) Permanent conservation easements or other interests in real property, with culturally appropriate management criteria for the purposes of preserving or utilizing the resources or places. (4) Protecting the resource.

For all the foregoing reasons, implementation of the CAAP would not result in substantial adverse change in the significance of a tribal cultural resource. Therefore, the impact would be less than significant. No mitigation is required.

ITEM 11.2.

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3.19 UTILITIES AND SERVICE SYSTEMS

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XIX. Utilities and Service Systems.

Would the project:
a) Require or result in the relocation or construction of new or expanded water, wastewater treatment or
stormwater drainage, electric power, natural gas, or
telecommunication facilities, the construction or
relocation of which could cause significant
environmental effects?

b) Have insufficient water supplies available to serve the project and reasonably foreseeable future
development during normal, dry and multiple dry
years?

c) Result in a determination by the wastewater
treatment provider that serves or may serve the
project that it has inadequate capacity to serve the
project’s projected demand, in addition to the
provider’s existing commitments?

d) Generate solid waste in excess of State or local
standards, or in excess of the capacity of local
infrastructure, or otherwise impair the attainment of
solid waste reduction goals?

e) Fail to comply with federal, state, and local
management and reduction statutes and regulations
related to solid waste?

3.19.1 Environmental Setting
Several agencies supply water to the City, including Sacramento County Water Agency (SCWA), Zone 40; Golden State Water Company (GSWC); and California-American Water Company (Cal-Am). In addition, the Sacramento Regional County Sanitation District (SRCSD) provides public wastewater conveyance, treatment, and disposal services. Solid waste disposal is provided by Republic Services, a private franchise hauler. Waste collected by Republic is hauled to the Elder Creek Recycling and Transfer Station where it is sorted prior to being transported to the Forward Landfill in Manteca. Republic also uses the Kiefer Landfill for a limited amount of commercial waste disposal. The City maintains the public roadway network and sidewalks, right-of-way electrical facilities, and the public storm drain conveyance system within the city. (City of Rancho Cordova 2006b).

Pacific Gas and Electric Company (PG&E), a regulated public utility, supplies natural gas to the City. Sacramento Municipal Utilities District (SMUD) provides electric service within the Plan Area.

ITEM 11.2.

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3.19.2 Discussion
a) Require or result in the relocation or construction of new or expanded water, wastewater treatment or stormwater drainage, electric power, natural gas, or telecommunication facilities, the construction or relocation of which could cause significant environmental effects?
b) Have insufficient water supplies available to serve the project and reasonably foreseeable future development during normal, dry and multiple dry years? Less than significant. Implementation of the CAAP would not induce increased development or population growth directly or indirectly, because measures included do not propose new housing nor do they propose changes to policies or regulations related to land use or residential zoning. As a result, demand for new or expanded infrastructure, including water, wastewater treatment, stormwater drainage, natural gas or telecommunication facilities would not increase to serve new population or development.

The implementation of the CAAP would incrementally increase electricity consumption , for example through measures to increase the installation of EV charging stations, consume energy more efficiently within buildings, install on-site solar energy systems, and replace building natural gas end uses with systems and appliances (e.g., electric- powered heat pumps and water heaters for space and water heating). The physical e ffects of construction activities to implement these measures are analyzed throughout Chapter 3 and would not result in any significant environmental effects. Moreover, the incremental increases in electricity consumption would not indirectly result in new or expanded electric power infrastructure improvements for the following reasons. Increased electric consumption due to EV charging would occur incrementally as new stations are installed and the number of EVs in the Plan Area increases. In addition, CAAP implementation would increase the number of publicly-available charging stations, which increases off-peak hour charging when ample grid capacity is available. SMUD rate plans would also result in off -peak charging. In addition, replacing natural gas-powered building systems for space and water heating would primarily increase electricity consumption in the winter when ample grid capacity is available (relative to peak summer periods when demand is significantly higher). CAAP measures resulting more efficient electricity consumption than required by the State energy code and supporting on-site installation of solar energy systems lessen rather than increase demand on existing electric power infrastructure. The CAAP’s support for fuel switching from natural gas to electric and more efficient natural gas consumption would lessen and not increase demand for natural gas infrastructure.

The implementation of the CAAP would involve ground disturbing activities, including grading and excavation, which could require the use of water for dust abatement as needed via a water truck. These activities would be temporary and intermittent and would not involve the substantial use of water supplies. CAAP measures Carbon Storage-1.1, Adaptation-2d, and Adaptation-1e would increase the number of trees in the Plan area which would require water consumption for irrigation. However, landscaping would be limited to water-efficient varieties, such as species that are native to the Sacramento region or that are adapted to a hot dry summer and cool winter climate, as required by RCMC Chapter 22.180, “Water Use and Conservation.”
Implementation of the CAAP measures would primarily occur in areas developed with impervious surfaces and existing stormwater infrastructure. Additionally, CAAP measures are not anticipated to increase the amount of impervious surface area in the Plan Area, and could decrease the amount of impervious surface area, which would lessen the demand for stormwater infrastructure. For example, Adaptation-2d would encourage the City to use porous pavement and vegetative buffers in large parking areas to mitigate flooding hazards associated with climate change, which would also have the effect of increase groundwater recharge. Measures Water -1.1 and -1.2 would reduce indoor and outdoor water use. Therefore, implementation of the CAAP would not result in the relocation or construction or new or expanded infrastructure systems that could cause significant environmental effects and would not result in insufficient water supplies being available to serve the Plan area during normal, single-d ry, or multiple dry years. The impact would be less than significant. No mitigation is required.

ITEM 11.2.

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c) Result in a determination by the wastewater treatment provider that serves or may serve the project that it has inadequate capacity to serve the project’s projected demand, in addition to the provider’s existing commitments? Less than significant. The implementation of the CAAP would not involve development of residential communities or other non-residential development or induce population growth in an area that would increase demand for wastewater treatment. Further, it would not involve the construction of restroom facilities. Depending on the duration and location of future projects, the project proponent may supply portable restrooms for use by work crews. Portable restrooms are self-contained and would be cleaned periodically, and the waste would be hauled off-site to a wastewater treatment facility for disposal. This service is typically provided by an independent contractor permitted to handle, haul, and dispose of sanitary sewage. Pursuant to 40 CFR Part 403.5, hau led waste must be disposed of at a designated publicly owned treatment facility. Typically, publicly owned treatment facilities are responsible for implementing permit programs for hauled waste and ensure that adequate treatment capacity exists. Therefore, implementation of the CAAP would not exceed the capacity of any wastewater treatment provider. The impact would be
less than significant. No mitigation is required.
d) Generate solid waste in excess of State or local standards, or in excess of the capacity of local infrastructure, or otherwise impair the attainment of solid waste reduction goals?
e) Fail to comply with federal, state, and local management and reduction statutes and regulations related to solid waste?
No Impact. Implementation of the CAAP would not induce increased residential or non-residential development, or population growth directly or indirectly, and there would be no increase in solid waste production as a result of the CAAP. Measures Solid Waste-1.1 and -1 would increase recovery of edible food waste and eliminate disposal of organic waste into landfills, which is consistent with and would further State solid waste statutes and goals. Therefore, implementation of the CAAP would have no impact. No mitigation is required.

ITEM 11.2.

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3.20 WILDFIRE

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XX. Wildfire.

Is the project located in or near state responsibility areas or lands classified as high fire hazard severity zones? If located in or near state responsibility areas or lands classified as very high fire hazard severity zones, would the project:

Yes No
a) Substantially impair an adopted emergency response
plan or emergency evacuation plan?

b) Due to slope, prevailing winds, and other factors,
exacerbate wildfire risks, and thereby expose project
occupants to pollutant concentrations from a wildfire
or the uncontrolled spread of a wildfire?

c) Require the installation of associated infrastructure (such as roads, fuel breaks, emergency water
sources, power lines or other utilities) that may
exacerbate fire risk or that may result in temporary
or ongoing impacts to the environment?

d) Expose people or structures to significant risks,
including downslope or downstream flooding or
landslides, as a result of runoff, post-fire slope
instability, or drainage changes?

3.20.1 Environmental Setting
CAL FIRE has mapped FHSZs for the entire State. FHSZs are based on an evaluation of fuels, fire history, terrain, housing density, and occurrence of severe fire weather and are intended to identify areas where urban fires could result in catastrophic losses. FHSZs are categorized as: Moderate, High, and Very High. According to CAL FIRE’s Fire Resource Assessment Program FHSZ Geographic Information System data, the City is not located within a Very High FHSZ, however is located adjacent to an area designated as a moderate fire hazard risk immediately east of the Plan Area (ArcGIS 2023). Additionally, the main source of wildland fire within the Plan Area occurs where natural resource and habitat areas meet urbanized development, mainly along the American River Parkway and the northern boundary of the City limits (City of Rancho Cordova 2006a).

The Sacramento Metropolitan Fire District (SMFD) provides fire protection and prevention, as we ll as fire safety education to the residents of the City. The City cooperates with SMFD to ensure adequate service levels (City of Rancho Cordova 2006a).

ITEM 11.2.

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3.20.2 Discussion
a) Substantially impair an adopted emergency response plan or emergency evacuation plan?
Less than significant. The Plan Area does not include a Very High FHSZ. Implementation of the CAAP would result in construction of new roundabouts and bicycle infrastructure (Transportation-2.1, -2.2, and Adaptation-5g) which could alter existing roadways that serve as emergency access routes. However, all future roadway improvements would be required to comply with the California Fire Code, adopted by reference in RCMC Chapter 17.04. The California Fire Code requires the width of an unobstructed roadway to measure no less than 24 feet in order to provide adequate access for fire and emergency responders. Additionally, improvements within roadway rights-of-way would be required to comply with the City’s Design Guidelines, which require roads, including parks and trails, be designed and constructed to allow for immediate access from emergency personnel (City of Rancho Cordova 2005). Compliance with applicable codes and design standards would ensure that adequate access is provided for fire and emergency responders during operations of CAAP measure projects.

Construction activities for CAAP projects would occur within roadway rights-of-way and may require temporary lane closures or result in other traffic disruptions. Encroachment permits from the City would be required for all work within public rights-of-way. As a requirement of encroachment permit approval, project proponents would be required to develop a traffic control plan that meets the requirements of the most current California Manual on Uniform Traffic Control Devices (Caltrans 2021) and the latest edition of the Standard Specifications for Public Works Construction. Compliance with the encroachment permit and traffic control plan would ensure that adequate access is provided for fire and emergency responders for the duration of construction activities. Therefore, implementation of measures under the CAAP would not impair an adopted emergency response plan or emergency evacuation plan.

This impact is less than significant. No mitigation is required. b) Due to slope, prevailing winds, and other factors, exacerbate wildfire risks, and thereby expose project occupants to pollutant concentrations from a wildfire or the uncontrolled spread of a wildfire?
No impact. The Plan Area does not include a Very High FHSZ. As discussed in Section 3.14, “Population and Housing,” CAAP measures that would be implemented as part of the program would not include the construction of new housing and do not propose changes to policies or regulations related to land use or residential zoning. Additionally, CAAP measures would not introduce new occupants that could be exposed to pollutant concentrations from a wildfire or the uncontrolled spread of as wildfire. Furthermore, CAAP measures would be primarily within developed roadway rights-of-way where wildfire risk is low. No impact would occur. No mitigation is required. c) Require the installation of associated infrastructure (such as roads, fuel breaks, emergency water sources, power lines or other utilities) that may exacerbate fire risk or that may result in temporary or ongoing impacts to the environment? Less than significant. The Plan Area does not include a Very High FHSZ. Implementation of the CAAP would result in alterations of public roadways. Specifically, the construction of new roundabouts and bicycle infrastructure (Transportation-2.1, -2.2, and Adaptation-5g). No other infrastructure (such as roads, emergency water sources, power lines, or other utilities) that may exacerbate fire risk or that may result in temporary or ongoing impacts to the environment are proposed. CAAP measures would not require the use of construction vehicles and equipment within very high FHSZ. The temporary and periodic use of construction vehicles and equipment has the potential to increase the risk of an accidental fire ignition. However, construction activities associat ed with their implementation would occur within developed roadway rights-of-way where wildfire risk is low. In addition, enforcement of the California Fire Code would require the implementation of fire safety measures during construction. Safety measures would include prohibiting smoking except in approved areas and ensuring proper use of motorized equipment so that exhausts do not discharge against combustible material and refueling would not occur while in equipment was in operation. Therefore, implementation of CAAP measures would not expose people to pollutant concentrations ITEM 11.2.

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from a wildfire or the uncontrolled spread of a wildfire due to slope, prevailing winds, or any other factors. This impact is less than significant. No mitigation is required. d) Expose people or structures to significant risks, including downslope or downstream flooding or landslides, as a result of runoff, post-fire slope instability, or drainage changes?
Less than significant. The Plan Area does not include a Very High FHSZ. There are no landslide zones identified within the Plan Area. Implementation of the CAAP would involve ground disturbing activities, including grading and excavation, could, depending on their location, result in runoff or drainage changes. For example, minor grading, excavation, and other ground disturbance wo uld o ccur during the construction of new roundabouts and bicycle infrastructure (Transportation-2.1, -2.2, and Adaptation-5g), installation of EV charging infrastructure (Transportation-5.1 through 5.4), and tree planting (Carbon Storage-1.1). However, given the nature of future projects it is likely th at c onstruction activities would occur in already disturbed areas. EV charging stations would likely be installed in new and existing developments, and roadway improvements would occur along already paved roadways. In addition, tree planting would occur within City
green spaces, public rights-of-way and new development projects. Further, future projects would be required to comply
with the RCMC Chapter 16.44 which contains design standards and performance requirements and engineering analysis of
slope stability, erosion control, and drainage. Enforcement of this City regulatory standard would ensure that implementation of the CAAP would not result in flooding or landslides, as a result of runoff, post-fire slope instability, or drainage changes. The impact would be less than significant. No mitigation is required.

ITEM 11.2.

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3.21 MANDATORY FINDINGS OF SIGNIFICANCE

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XX. Mandatory Findings of Significance.
a) Does the project have the potential to substantially degrade the quality of the environment, substantially
reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-
sustaining levels, threaten to eliminate a plant or
animal community, substantially reduce the number
or restrict the range of an endangered, rare, or
threatened species, or eliminate important examples
of the major periods of California history or
prehistory?

b) Does the project have impacts that are individually
limited, but cumulatively considerable?
(“Cumulatively considerable” means that the
incremental effects of a project are considerable
when viewed in connection with the effects of past
projects, the effects of other current projects, and
the effects of probable future projects.)

c) Does the project have environmental effects that will cause substantial adverse effects on human beings,
either directly or indirectly?

3.21.1 Environmental Setting
Environmental settings provided throughout Sections 3.1 to 3.20 were used in preparing the impact discussion for this section.

3.21.2 Discussion
a) Does the project have the potential to substantially degrade the quality of the environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community, substantially reduce the number or restrict the range of an endangered, rare, or threatened species, or eliminate important examples of the major periods of California history or prehistory?
Less than significant impact. Implementation of the CAAP would involve ground disturbing activities, including grading and excavation. For example, minor grading, excavation, and other ground disturbance would occur during the construction of new roundabouts and bicycle infrastructure (Transportation-1.3, -2.1, -2.2, and Adaptation-5g), installation of EV charging infrastructure (Transportation-5.1 through 5.4), and tree planting (Carbon Storage-1.1).

Because ground disturbance would be limited to shallow depths, comprised of artificial fill or previously disturbed soils, resources that are important examples of major periods of California history or prehistory are unlikely to be encountered. In addition, construction activities associated with CAAP implementation would occur in already disturbed ITEM 11.2.

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developed areas su ch as r oadways and parking lots. EV charging stations would be installed in new and existing developments, and roadway improvements such as roundabouts, walkways, and bicycle infrastructure would occur along existing developed roadways and cul
-de-sacs. In addition, tree planting would occur within City green spaces, public rights-of-way and new development projects. As a result, CAAP implementation would not substantially reduce habitat for fish or wildlife species, cause fish or wildlife populations to drop below self-sustaining levels, threaten to eliminate a plant or animal species, or substantially reduce or restrict the range of an endangered, rare, or threatened species. Refer to Sections 3.4. Biological Resources, 3.5 Cultural Resources, and 3.18, Tribal Cultural Resources, for additional discussion of the reasons why CAAP implementation would not result in significant adverse effects to any b
iological, cultural, or tribal cultural resources. This impact is less than significant. No mitigation is required. b) Does the project have impacts that are individually limited, but cumulatively considerable? (“Cumulatively considerable” means that the incremental effects of a project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects.) Less than significant. Cumulative environmental effects are multiple individual effects that, when considered together, would be considerable or compound or increase other environmental impacts. Individual effects may result from a single project or a number of separate projects and may occur at the same place and point in time or at different locations and over extended periods of time.

As described in Sections 3.1 through 3.20 of this checklist, construction activities implementing the CAAP would result in short-term and temporary effects on the environment, including the following: changes to the visual setting; increases in air pollutants and noise levels; erosion and degradation of water quality; potential releases of hazardous materials into the environment; and increases in demand for utilities and services. Construction- related effects would be localized within the immediate vicinity of each project site and would cease following the construction period. As a result, they are not considered cumulatively considerable. Additionally, compliance with applicable permits, programs, regulations referenced throughout this IS/proposed ND would minimize impacts such that construction -related impacts would not contribute to a cumulative effect when combined with the effects of other cumulative projects.

As described in Sections 3.1 through 3.20 of this checklist, operation of CAAP implementation would not result in substantially adverse environmental effects. Rather, CAAP implementation would reduce vehicle trips, with the co- benefits of reducing air pollutant and greenhouse gas emissions, reducing the rate of VMT, and reducing reliance on fossil fuels. CAAP implementation also would reduce natural gas consumption within building energy systems in the Plan area, which also improves air quality, reduces GHG emissions, and reducing use of non-renewable fossil fuels. As a result, they are not considered cumulatively considerable. Therefore, operations-related impacts would not contribute to a cumulative effect when combined with the effects of other cumulative projects.

Reasonably foreseeable future development in the Plan Area would be subject to the same land use and environmental regulations as described throughout checklist. Development projects within the city are guided by policies identified in the City’s General Plan and by the regulations established in the RCMC . Compliance with these local regulations would minimize the combined effects of the related projects, thereby minimizing the potential for those effects to combine with CAAP implementation to produce a cumulatively considerable impact. In addition, stand-alone projects associated with CAAP implementation would likely occur within developed areas and not associated with or near other development. As a result, they are not considered cumulatively considerable. Based on the above discussion, implementation of the CAAP would not result in a cumulatively considerable contribution to environmental impacts. This impact is less than significant. No mitigation is required. c) Does the project have environmental effects that will cause substantial adverse effects on human beings, either directly or indirectly? Less than significant. As discussed in Section 3.3, “Air Quality”; Section 3.8, “Greenhouse Gas Emissions”; Section 3.9, “Hazards and Hazardous Materials”; Section 3.10, “Hydrology and Water Quality”; Section 3.13, “Noise”; and Section 3.17, “Transportation”; project construction would result in the short-term and temporary increases in air pollutants, greenhouse gas emissions, and noise levels; degradation of water quality; potential releases of hazardous materials into ITEM 11.2.

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the environment; and disruptions to the transportation network. However, through compliance with applicable permits, programs, and regulations during construction, these environmental effects would not cause substantial adverse effects on human beings. Furthermore, these construction-related effects would be offset by the overall net benefits of CAAP implementation, which include improved air quality, reduced GHG emissions, lower consumption of non-renewable fossil fuels like natural gas and gasoline, and lower rates of VMT. Therefore, implementation of the CAAP would not result in substantial adverse effects on human beings. This impact is less than significant. No mitigation is required.

ITEM 11.2.

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ITEM 11.2.

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City of Rancho Cordova
Climate Action and Adaptation Plan IS/ND 4-1
4 REFERENCES
1 Introduction
No references used in this chapter.
2 Project Description
No references used in this chapter.
3 Environmental Checklist

3.1 Aesthetics
City of Rancho Cordova. 2005. City of Rancho Cordova Design Guidelines: Provisions for a Quality Community.

September 6, 2005. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11071/635900957304900000.

Accessed February 2, 2023.

City of Rancho Cordova. 2006a. City of Rancho Cordova General Plan. Adopted on June 26, 2006. Rancho Cordova, CA. ———. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan. State Clearinghouse No. 2005022137. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000. Accessed January 25, 2023.

California Department of Transportation. 2023. Officially Designated County Scenic Highways . Available https://dot.ca.gov/-/media/dot-media/programs/design/documents/od-county-scenic-hwys-2015-a11y.pdf.

Accessed January 25, 2023.

Sacramento County. 2008. American River Parkway Plan. Available:
https://regionalparks.saccounty.gov/Parks/Documents/Parks/ARPP06-092617_sm.pdf. Accessed February 2, 2023.

Caltrans. See California Department of Transportation.

3.2 Agriculture and Forest Resources
City of Rancho Cordova. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan. State Clearinghouse No. 2005022137. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000. Accessed January 25, 2023.

3.3 Air Quality
California Air Resources Board. 2017 (July). Sacramento Regional 2008 NAAQS 8-Hour Ozone Attainment and Reasonable Further Progress Plan. Available:
https://www.airquality.org/ProgramCoordination/Documents/Sac%20Regional%202008%20NAAQS%20Attai nment%20and%20RFP%20Plan.pdf. Accessed: February 20, 2023. ———. 2022 (November). Maps of State and Federal Area Designations. Available:
https://ww2.arb.ca.gov/resources/documents/maps-state-and-federal-area-designations. Accessed: February 20, 2023.

CARB. See California Air Resources Board.

EPA. See U.S. Environmental Protection Agency.

Office of Environmental Health Hazard Assessment. 2015. Air Toxics Hot Spots Program Risk Assessment Guidelines Guidance Manual for Preparation of Health Risk Assessments. Available:
https://oehha.ca.gov/media/downloads/crnr/2015guidancemanual.pdf. Accessed February 6, 2023.

ITEM 11.2.

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OEHHA. See Office of Environmental Health Hazard Assessment.

Rancho Cordova, City of. 2006 (March). City of Rancho Cordova General Plan Draft EIR. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000.

Accessed: February 20, 2023.

Sacramento Metropolitan Air Quality Management District. 2020. CEQA Guide. Available:
https://www.airquality.org/businesses/ceqa-land-use-planning/ceqa-guidance-tools. Accessed: February 20, 2023.

SMAQMD. See Sacramento Metropolitan Air Quality Management District U.S. Environmental Protection Agency. 2022a. Criteria Air Pollutants. Available: https://www.epa.gov/criteria-air- pollutants#self. Last updated October 19, 2016. Accessed November 2022. ———. 2022b. Particulate Matter Basics. Available: https://www.epa.gov/pm-pollution/particulate-matter-pm- basics#PM. Accessed: February 20, 2023.
———. 2023 (February). Current Nonattainment Counties for All Criteria Pollutants. Available:
https://www3.epa.gov/airquality/greenbook/ancl.html#CA. Accessed: February 20, 2023.

Zhu, Y., W. C. Hinds, S. Kim, and S. Shen. 2002. Study of Ultrafine Particles Near a Major Highway with Heavy -duty Diesel Traffic. In Atmospheric Environment 36:4323–4335.

3.4 Biological Resources
City of Rancho Cordova. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan. State Clearinghouse No. 2005022137. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000. Accessed January 25, 2023.

South Sacramento Habitat Conservation Plan. 2018 (February). Final South Sacramento Habitat Conservation Plan.

Available: https://planning.saccounty.net/PlansandProjectsIn-Progress/Documents/SSHCP/SSHCP_.pdf.

Accessed February 16, 2023.

SSHCP. See South Sacramento Habitat Conservation Plan.

3.5 Cultural Resources
City of Rancho Cordova. 2005. City of Rancho Cordova Design Guidelines: Provisions for a Quality Community.

September 6, 2005. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11071/635900957304900000.

Accessed February 2, 2023.

City of Rancho Cordova. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan. State Clearinghouse No. 2005022137. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000. Accessed January 25, 2023.

3.6 Energy
California Air Resources Board. 2018. SB 375 Regional Plan Climate Targets. Available: https://ww2.arb.ca.gov/our- work/programs/sustainable-communities-program/regional-plan-targets. Accessed: February 20, 2023. ———. 2022. 2022 Scoping Plan for Achieving Carbon Neutrality. Available:
https://ww2.arb.ca.gov/resources/documents/2022-scoping-plan- documents#:~:text=The%202022%20Scoping%20Plan%20for%20Achieving%20Carbon%20Neutrality,than% 202045%2C%20as%20directed%20by%20Assembly%20Bill%201279. Accessed: May 31, 2023.

California Department of Conservation. 2023. CGS Information Warehouse: Regulatory Maps. Available:
https://maps.conservation.ca.gov/cgs/informationwarehouse/regulatorymaps/ . Accessed January 31, 2023.

ITEM 11.2.

ATTACHMENT 3

Ascent References
City of Rancho Cordova
Climate Action and Adaptation Plan IS/ND 4-3
California Energy Commission. 2021. 2021 Power Content Label. Available:
https://www.energy.ca.gov/filebrowser/download/4674. Accessed: February 20, 2023. ———. 2022b (August). 2022 Building Energy Efficiency Standards. Publication Number: CEC -400-2022-010-CMF.

Available: 2022 Building Energy Efficiency Standards (final version) (ca.gov). Accessed: December 20, 2022.

California Energy Commission and California Air Resources Board. 2003. Reducing California’s Petroleum Dependence.

Available: Reducing California’s Petroleum Dependence (P600-03-005F). Accessed: January 16, 2023.

California Energy Commission and California Public Utilities Commission. 200 8. Energy Action Plan. Available:
https://docs.cpuc.ca.gov/word_pdf/REPORT/28715.pdf. Accessed: March 30, 2023.

CDC. See California Department of Conservation.

CEC. See California Energy Commission.

CEC and CARB. See. California Energy Commission and California Air Resources Board.

California Department of General Services. 2022. 2022 California Green Building Standards Code (Title 24, Part 11).

ISBN: 978-1-957212-99-9. International Code Council, Washington, D.C. Available:
https://codes.iccsafe.org/content/CAGBC2022P1. Accessed: February 20, 2023.

Sacramento Municipal Utility District. 2021 (April). 2030 Zero Carbon Plan. Available: https://www.smud.org/- /media/Documents/Corporate/Environmental-Leadership/ZeroCarbon/2030-Zero-Carbon-Plan-Technical- Report.ashx. Accessed: February 20, 2023.
———. 2023. Company Information. Available: https://www.smud.org/en/Corporate/About -us/Company- Information. Accessed: February 21, 2023.

3.7 Geology and Soils
California Geological Survey. 2022. California Geomorphic Provinces: Note 36. Available:
https://www.coastal.ca.gov/coastalvoices/resources/California_Geomorphic_Provinces.pdf . Accessed March 20, 2023.

City of Rancho Cordova. 2006a. City of Rancho Cordova General Plan. Adopted on June 26, 2006. Rancho Cordova, CA. ———. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan. State Clearinghouse No. 2005022137. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000. Accessed January 25, 2023.

Sacramento Municipal Utility District. 2023. Company Information. Available:
https://www.smud.org/en/Corporate/About-us/Company-Information. Accessed January 31, 2023.

CGS. See California Geological Survey.

DOC. See Sacramento Municipal Utility District.

3.8 Greenhouse Gas Emissions
California Air Resources Board. 2018a. Climate Pollutants Fall Below 1990 Levels for First Time. Available:
https://ww2.arb.ca.gov/our-work/programs/sustainable-communities-program/regional-plan-targets.

Accessed February 1, 2023.
———. 2018b (November). California Sustainable Communities and Climate Protection Act 2018 Progress Report.

Available: https://ww2.arb.ca.gov/sites/default/files/2018-11/Final2018Report_SB150_112618_02_Report.pdf.

Accessed: February 20, 2023.
———. 2022, November 16. Final 2022 Scoping Plan for Achieving Carbon Neutrality. Available: 2022 Scoping Plan Update (ca.gov). Accessed: December 28, 2022.

ITEM 11.2.

ATTACHMENT 3

References Ascent
City of Rancho Cordova
4-4 Climate Action and Adaptation Plan IS/ND
California Natural Resources Agency. 2012. Our Changing Climate 2012, Vulnerability and Ad aptation to the Increasing Risk from Climate Change in California. Available: https://ucanr.edu/sites/Jackson_Lab/files/155618.pdf.

Accessed February 1, 2023.

California Department of Water Resources. 2006 (July). Progress on Incorporating Climate Change into Management of California’s Water Resources. Available:
http://www.water.ca.gov/climatechange/docs/DWRClimateChangeJuly06.pdf. Accessed February 1, 2023.

California Environmental Protection Agency, California Air Resources Board, California Department of Food and Agriculture, California Natural Resources Agency, and Strategic Growth Council. 2019 (April). California 2030 Natural and Working Lands Climate Change Implementation Plan. Available:
https://ww2.arb.ca.gov/sites/default/files/2020-10/draft-nwl-ip-040419.pdf. Accessed: January 30, 2023.

CARB. See California Air Resources Board.

CNRA. See California Natural Resources Agency.

DWR. See California Department of Water Resources.

Intergovernmental Panel on Climate Change. 2007 (February). Climate Change 2007: The Physical Science Basis.

Contribution of Working Group I to the Fourth Assessment Report of the IPCC. Geneva, Switzerland. Available:
https://www.ipcc.ch/site/assets/uploads/2018/05/ar4_wg1_full_report-1.pdf. Accessed February 1, 2023.

IPCC. See Intergovernmental Panel on Climate Change.

Sacramento Metropolitan Air Quality Management District. 2020. CEQA Guide. Available:
https://www.airquality.org/businesses/ceqa-land-use-planning/ceqa-guidance-tools. Accessed: February 20, 2023.

United Nations. 2015. Paris Agreement. Available:
https://unfccc.int/files/essential_background/convention/application/pdf/english_paris_agreement.pdf .

Accessed: January 30, 2023.

Wade, Samuel. Branch Chief, Transportation Fuels Branch, Industrial Strategies Division, California Air Resources Board. Sacramento, CA. June 30, 2017―e-mail to Austin Kerr of Ascent Environmental Woods Rogers. 2016.

Tuolumne County General Plan and Regional Transportation Plan Update – EIR Traffic Study Addendum.

Accessed June 10, 2018.

3.9 Hazards and Hazardous Materials
ArcGIS. 2023. Fire Hazard Severity Zones. Available:
https://forestwatch.maps.arcgis.com/apps/Styler/index.html?appid=5e96315793d445419b6c96f89ce5d153.

Accessed January 27, 2023.

City of Rancho Cordova. 2006a. City of Rancho Cordova General Plan. Adopted on June 26, 2006. Rancho Cordova, CA. ———. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan. State Clearinghouse No. 2005022137. Rancho Cordova, CA. Prepared by AECOM, Rancho Cordova, CA.

3.10 Hydrology and Water Quality
City of Rancho Cordova. 2006a. City of Rancho Cordova General Plan. Adopted on June 26, 2006. Rancho Cordova, CA. ———. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan. State Clearinghouse No. 2005022137. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000. Accessed January 25, 2023.

Federal Emergency Management Agency. 2023. FEMA Flood Map Service. Available:
https://msc.fema.gov/portal/search?AddressQuery=Lot%201&2%20PALM%20BLVD%20Covington,%20LA#se archresultsanchor. Accessed January 27, 2023.

ITEM 11.2.

ATTACHMENT 3

Ascent References
City of Rancho Cordova
Climate Action and Adaptation Plan IS/ND 4-5
FEMA. See Federal Emergency Management Agency.

3.11 Land Use and Planning
City of Rancho Cordova. 2005. City of Rancho Cordova Design Guidelines: Provisions for a Quality Community.

September 6, 2005. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11071/635900957304900000.

Accessed February 2, 2023.
———. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan. State Clearinghouse No. 2005022137. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000. Accessed January 25, 2023.

3.12 Mineral Resources
City of Rancho Cordova. 2006a. City of Rancho Cordova General Plan. Adopted on June 26, 2006. Rancho Cordova, CA. ———. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan. State Clearinghouse No. 2005022137. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000. Accessed January 25, 2023.

3.13 Noise
California Department of Transportation. 2013 (September). Technical Noise Supplement. Division of Environmental Analysis. Sacramento, CA. Prepared by ICF International.

Caltrans. See California Department of Transportation.

City of Rancho Cordova. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan. State Clearinghouse No. 2005022137. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000. Accessed January 25, 2023.

Federal Transit Administration. 2006. Transit Noise and Vibration Impact Assessment. Available:
https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA_Noise_and_Vibration_Manual.pdf . Accessed April 3, 2023.
———. 2018 (September). Transit Noise and Vibration Impact Assessment Manual . Available:
https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/research-innovation/118131/transit-noise-and- vibration-impact-assessment-manual-fta-report-no-0123_0.pdf. Accessed April 3, 2023.

FTA. See Federal Transit Administration.

3.14 Population and Housing
City of Rancho Cordova. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan. State Clearinghouse No. 2005022137. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000. Accessed January 25, 2023.

U.S. Census Bureau. 2020. QuickFacts: Rancho Cordova city, California. Available:
https://www.census.gov/quickfacts/ranchocordovacitycalifornia. Accessed January 31, 2023.

3.15 Public Services
City of Rancho Cordova. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan. State Clearinghouse No. 2005022137. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000. Accessed January 25, 2023.

ITEM 11.2.

ATTACHMENT 3

References Ascent
City of Rancho Cordova
4-6 Climate Action and Adaptation Plan IS/ND
Sacramento County Sheriff’s Department. 2023. Rancho Cordova PD/ Sac Sheriff’s East Division. Available:
https://www.sacsheriff.com/pages/east_division.php. Accessed January 30, 2023.

Sacramento Metropolitan Fire District. 2023a. Department Overview: Facilities. Available:
https://metrofire.ca.gov/facilities. Accessed January 30, 2023. ———. 2023b. Department Overview: Operations. Available: https://metrofire.ca.gov/operations. Accessed January 30, 2023.

Sacramento Public Library. 2023. Rancho Cordova. Available: https://www.saclibrary.org/Locations/Rancho-Cordova .

Accessed January 30, 2023.

SMFD. See Sacramento Metropolitan Fire District.

SCSD. See Sacramento County Sheriff’s Department.

3.16 Recreation
City of Rancho Cordova. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan. State Clearinghouse No. 2005022137. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000. Accessed January 25, 2023.

3.17 Transportation/Traffic
City of Rancho Cordova. 2005. City of Rancho Cordova Design Guidelines: Provisions for a Quality Community .

September 6, 2005. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11071/635900957304900000.

Accessed February 2, 2023.
———. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan. State Clearinghouse No. 2005022137. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000. Accessed January 25, 2023.

Governor’s Office of Planning and Research. 2018. Technical Advisory on Evaluating Transportation Impacts in CEQA.

Available: https://opr.ca.gov/docs/20180416-743_Technical_Advisory_4.16.18.pdf. Accessed: May 31, 2023

3.18 Tribal Cultural Resources
City of Rancho Cordova. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan. State Clearinghouse No. 2005022137. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000. Accessed January 25, 2023.

3.19 Utilities and Service Systems
City of Rancho Cordova. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan . State Clearinghouse No. 2005022137. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000. Accessed January 25, 2023.

3.20 Wildfire
ArcGIS. 2023. Fire Hazard Severity Zones. Available:
https://forestwatch.maps.arcgis.com/apps/Styler/index.html?appid=5e96315793d445419b6c96f89ce5d153 .

Accessed January 27, 2023.

California Department of Transportation. 2021 (March). California Manual on Uniform Traffic Control Devices.

Available: https://dot.ca.gov/-/media/dot-media/programs/safety-programs/documents/ca- mutcd/rev6/camutcd2014-rev6.pdf. Accessed February 14, 2023.

ITEM 11.2.

ATTACHMENT 3

Ascent References
City of Rancho Cordova
Climate Action and Adaptation Plan IS/ND 4-7
Caltrans. See California Department of Transportation.

City of Rancho Cordova. 2005. City of Rancho Cordova Design Guidelines: Provisions for a Quality Community.

September 6, 2005. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11071/635900957304900000.

Accessed February 2, 2023.

City of Rancho Cordova. 2006a. City of Rancho Cordova General Plan. Adopted on June 26, 2006. Rancho Cordova, CA. ———. 2006b (March). Draft Environmental Impact Report Rancho Cordova General Plan. State Clearinghouse No. 2005022137. Available:
https://www.cityofranchocordova.org/home/showpublisheddocument/11097/635900974765170000. Accessed January 25, 2023.

3.21 Mandatory Findings of Significance
No references used in this section.

ITEM 11.2.

ATTACHMENT 3

References Ascent
City of Rancho Cordova
4-8 Climate Action and Adaptation Plan IS/ND
This page intentionally left blank.

ITEM 11.2.

ATTACHMENT 3

CITY OF RANCHO CORDOVA
Climate Action
& Adaptation Plan
July 2023
ITEM 11.2.

ATTACHMENT 4

Table of Contents

Rancho Cordova
Climate Action & Adapt at ion Plan Page i

Table of Contents

EXECUTIVE SUMMARY
Overview .................................................................................................................................................................................................................................. ES.1 Plan Development .............................................................................................................................................................................................................. ES.1 Community Engagement ............................................................................................................................................................................................... ES.1 Emissions Inventory and Reduction Targets .................................................................................................................................................... ES.2 Plan At A Glance ................................................................................................................................................................................................................. ES.4 Emission Reduction Measures .............................................................................................................................................................................. ES.4 Adaptation Strategies .................................................................................................................................................................................................. ES.7 2022 Rancho Cordova Climate Action Plan Public Opinion Survey ............................................................................................. ES.8 Implementation Strategy ................................................................................................................................................................................................ ES.8 Monitoring Strategy ........................................................................................................................................................................................................... ES.9 California Environmental Quality Act and Plan .......................................................................................................................................... ES.10 Plan Organization ............................................................................................................................................................................................................. ES.10 CHAPTER 1: INTRODUCTION

1.1 Introduction to the Climate Action and Adaptation Plan ......................................................................................................... 1.1

1.1.1 Why is the Plan Important? .............................................................................................................................................................. 1.1

1.1.2 Plan Goals ...................................................................................................................................................................................................... 1.2

1.2 Summary of the Plan Development Process ....................................................................................................................................... 1.2

1.2.1 Plan Development ................................................................................................................................................................................... 1.3

1.2.2 Community Engagement .................................................................................................................................................................... 1.3

1.3 2022 Rancho Cordova Climate Action Plan Public Opinion Survey .................................................................................. 1.5

1.4 Project Website ........................................................................................................................................................................................................ 1.5

1.5 Regional Climate Planning Efforts ................................................................................................................................................................. 1.6

1.6 How to Read This Plan ........................................................................................................................................................................................ 1.7

1.6.1 Organization ................................................................................................................................................................................................. 1.7

1.6.2 Reduction and Adaptation Framework .................................................................................................................................... 1.7 CHAPTER 2: GREENHOUSE GAS EMISSIONS INVENTORY

2.1 Overview ........................................................................................................................................................................................................................ 2.1

2.2 Baseline Inventory .................................................................................................................................................................................................... 2.1

2.2.1 Rancho Cordova’s Emissions Inventory ................................................................................................................................... 2.2

2.3 Emissions Forecasts ................................................................................................................................................................................................. 2.3

2.3.1 Future Emissions without Legislative Reductions (Business-As-Usual Forecast)......................................... 2.4

2.3.2 Future Emissions with Legislative Reductions (Legislative-Adjusted BAU Forecast) ................................ 2.4

2.4 Emissions Reduction Targets ........................................................................................................................................................................... 2.6

2.5 Local Emissions Gap ............................................................................................................................................................................................... 2.7 ITEM 11.2.

ATTACHMENT 4

Table of Contents

Rancho Cordova
Page ii Climate Action & Adaptation Plan

CHAPTER 3: EMISSIONS REDUCTION STRATEGIES AND MEASURES

3.1 Overview ........................................................................................................................................................................................................................ 3.1

3.2 Emissions Reduction Strategies and Measures .................................................................................................................................... 3.1

3.3 Greenhouse Gas Reduction Strategy Development....................................................................................................................... 3.2

3.3.1 Greenhouse Gas Emissions Reduction Summary ............................................................................................................. 3.2

3.3.2 Emissions Reduction Strategies and Measures .................................................................................................................... 3.4 Getting To, From, and Around the City (On-road Transportation Sector) ................................................................. 3.6 Using Energy in Homes and Businesses (Building Energy Sector) ...................................................................................... 3.14 Using Equipment for Landscaping and Construction (Off-Road Vehicle and Equipment Sector) ............. 3.18 Using Water and Disposing of Waste at Homes and Businesses (Water and Solid Waste Sectors) ......................................................................................................................................................................................................................... 3.21 Planting and Managing Trees (Carbon Sequestration Sector) .............................................................................................. 3.24 CHAPTER 4: CLIMATE ADAPTATION AND RESILIENCE

4.1 Overview ........................................................................................................................................................................................................................ 4.1

4.2 Climate Adaptation and Vulnerability ........................................................................................................................................................ 4.1

4.3 Adaptation Planning Process ............................................................................................................................................................................ 4.2

4.4 Vulnerability Assessment Overview ............................................................................................................................................................ 4.3

4.5 Vulnerability Assessment Summary ............................................................................................................................................................. 4.4

4.5.1 Climate Hazards Facing the City ................................................................................................................................................... 4.4

4.5.2 City’s Adaptive Capacity .................................................................................................................................................................. 4.10

4.5.3 Vulnerability Scoring ............................................................................................................................................................................ 4.10

4.6 Adaptation Strategies .......................................................................................................................................................................................... 4.11 CHAPTER 5: IMPLEMENTATION AND MONITORING

5.1 Overview ........................................................................................................................................................................................................................ 5.1

5.2 Implementation Strategy ..................................................................................................................................................................................... 5.2

5.3 Monitoring and Updates ..................................................................................................................................................................................... 5.2

5.4 California Environmental Quality Act and the Plan ......................................................................................................................... 5.4

5.5 Funding Sources ........................................................................................................................................................................................................ 5.6

ITEM 11.2.

ATTACHMENT 4

List of Figures
Rancho Cordova
Climate Action & Adapt at ion Plan Page iii
List of Figures
Figure ES 1 Rancho Cordova’s 2019 communitywide emissions equivalencies Figure ES 2 Rancho Cordova’s Legislative-Adjusted BAU Forecast by Sector, 2030 Emission Reduction Target: 36% below 1990 levels, and 2045 Emission Reduction Goal: 81% below 1990 levels Figure 1.1 Components of the CAAP development process
Figure 2.1 2019 City of Rancho Cordova Community Greenhouse Gas Emissions Inventory Figure 2.2 Rancho Cordova 2019 Greenhouse Gas Emissions Inventory, BAU Forecast, and Legislative- Adjusted BAU Forecast for 2030 and 2045
Figure 2.3 Rancho Cordova’s Legislative-Adjusted BAU Forecast by Sector, 2030 Emission Reduction Target: 36% below 2019 levels, and 2045 Emission Reduction Goal: 81% below 2019 levels Figure 3.1 GHG Emissions Reductions from Emissions Reduction Strategies and Measures in 2030 Figure 3.2 Summary of Potential GHG Emissions Reductions from Measures Identified In This Plan Figure 3.3 How to Read Strategies and Measures
Figure 4.1 Adaptation Planning Process
Figure 4.2 Floodplains and Critical Facilities in the City of Rancho Cordova Figure 5.1 Key Components of Implementing and Monitoring the Plan

ITEM 11.2.

ATTACHMENT 4

List of Tables
Rancho Cordova
Page iv Climate Action & Adaptation Plan
List of Tables
Table ES 1 Summary of Emissions Reduction Strategy Framework identified in the Plan Table ES 2 Summary of Adaptation Strategies identified in the Plan Table ES 2 City’s Implementation and Monitoring Timeframe Table 2.1 2019 City of Rancho Cordova Community Greenhouse Gas Emissions Inventory Table 2.2 Rancho Cordova Demographic and Vehicle Miles Traveled Projections Table 2.3 Summary of Legislative Reductions Applied in the Legislative-Adjusted BAU Forecast Table 2.4 Rancho Cordova 2019 Greenhouse Gas Emissions Inventory, BAU Forecast, and Legislative- Adjusted BAU Forecast for 2030 and 2045 (MTCO2e/year)
Table 3.1 Greenhouse Gas Emissions Reductions Summary
Table 3.2 Strategy Transportation-1
Table 3.3 Strategy Transportation-2
Table 3.4 Strategy Transportation-3
Table 3.5 Strategy Transportation-4
Table 3.6 Strategy Transportation-5
Table 3.7 Strategy Energy-1a
Table 3.8 Strategy Energy-1b
Table 3.9 Strategy Energy-2a
Table 3.10 Strategy Energy-2b
Table 3.11 Strategy Offroad -1
Table 3.12 Strategy Offroad -2
Table 3.13 Strategy Water-1
Table 3.14 Solid Waste-1
Table 3.15 Strategy Carbon Sequestration-1
Table 4.1 Changes in Average Annual Temperature in the City of Rancho Cordova Table 4.2 Changes in Extreme Heat in the City of Rancho Cordova Table 4.3 Changes in Average Annual Precipitation in Sacramento County Table 4.4 Changes in Annual Average Area Burned in the Sacramento Valley Region Table 4.5 Summary of Existing Plans that Contribute to the City’s Adaptative Capacity Table 4.6 Vulnerability Scoring Rubric
Table 4.7 Vulnerability Scoring Summary for the City of Rancho Cordova ITEM 11.2.

ATTACHMENT 4

List of Tables
Rancho Cordova
Climate Action & Adapt at ion Plan Page v
Table 4.8 Adaptation Strategies
Table 5.1 City’s Implementation and Monitoring Timeframe Table 5.2 Summary of Compliance with CEQA Requirements for a Qualified Greenhouse Gas Reduction Plan

ITEM 11.2.

ATTACHMENT 4

List of Abbreviations
Rancho Cordova
Page vi Climate Action & Adaptation Plan
List of Abbreviations
AB Assembly Bill
BAU Business-As-Usual
CAAP Climate Action and Adaptation Plan
CAFE Corporate Average Fuel Economy
CARB California Air Resources Board
CEC California Energy Commission
CEQA California Environmental Quality Act
city City of Rancho Cordova
CO2e Carbon Dioxide Equivalent
Community Protocol U.S. Community Protocol for Accounting and Reporting of Greenhouse Gas Emissions EPA U.S. Environmental Protection Agency
GHG Greenhouse Gas
ICLEI ICLEI – Local Governments for Sustainability
Leg-adjusted BAU Legislative-Adjusted Business-As-Usual MTCO2e Metric Tons of CO2e
MTP/SCS Metropolitan Transportation Plan/Sustainable Communities Strategy SB Senate Bill
SACOG Sacramento Area Council of Governments
SMUD Sacramento Municipal Utility District
VMT Vehicle Miles Traveled

ITEM 11.2.

ATTACHMENT 4

EXECUTIVE SUMMARY
ITEM 11.2.

ATTACHMENT 4

Rancho Cordova
Climate Action & Adapt at ion Plan Page ES -1

EXECUTIVE SUMMARY

OVERVIEW
The City of Rancho Cordova (hereafter referred to as “City”) has prepared this Climate Action and Adaptation Plan (CAAP) (hereafter referred to as “Plan”) to serve as a comprehensive roadmap to community sustainability and resilience in the city. The purpose s of the Plan are to identify strategies and measures the City can take to reduce Greenhouse Gas ( GHG) emissions to levels that align with the State of California ’s goals and set forth strategies to adapt and promote resilience to the impacts of climate cha nge.

In developing the Plan, the City evaluated the volume of emissions generated in a baseline year (2019 for this Plan) and identified City-specific targets and goals that determine the amount of community-wide emissions that need to be reduced in Rancho Cordova to align with statewide GHG reduction targets for 2030 and 2045. The City then developed GHG reduction measures to achieve the City’s 2030 target and make substantial progress towards the City’s 2045 goal. Additionally, in preparation of the Plan, the City conducted a climate change vulnerability assessment to better understand its vulnerability to climate hazards. This was then used to inform and develop a set of adaptation strategies, objectives, and actions to improve community resilience in the context of climate change. The successful implementation and administration of the Plan would reduce emissions and reduce climate related risks in the city, as well as provide other co-benefits like strengthening the city’s economy, improving risk management, cleaning the environment, and improving the health and wellness of residents.

PLAN DEVELOPMENT
The City kicked off the project in 2021 after which the City prepared GHG emissions inventories and forecasts, set GHG reduction targets, and con ducted a climate change vulnerability assessment. The City then developed GHG emissions reduction and adaptation strategies, measures, and actions to be included in the Plan.

Engagement with members of the public, government officials, and other stakeholders was conducted throughout the entirety of the project. Outreach and engagement efforts are described in the following section.

COMMUNITY ENGAGEMENT
The City hosted four public workshops and performed outreach efforts to engage residents, stakeholders, an d other interested organizations and individuals . The purpose was to provide an opportunity for the community to participate in the Plan development process and ensure that the Plan equitably captured the ideas and concerns of residents and businesses.

ITEM 11.2.

ATTACHMENT 4

Executive Summary
Rancho Cordova
Page ES -2 Climate Action & Adapta tion Plan
The first workshop held on October 21, 2021, provided an overview of the purpose and objectives of the Plan and
discussed the Plan process and project timeline. The second workshop held on January 13, 2022, summarized the city’s primary vulnerabilities to climate change and when these climate change impacts are likely to occur. On April 14, 2022, the City held the third workshop and discussed
updates in the Plan development process. The topics
included the primary emissions sources and activities in Rancho Cordova, the role that legislative reductions
1 play in
reducing emissions in the city, and how much lower the
future emissions need to be to align with California's climate goals. On November 16, 2022, the City hosted the fourth and final workshop which was the first in- person event. The purpose of the workshop was to gain feedback on actions the City can take to reduce GHG emissions. Due to the COVID- 19 pandemic, the first three public workshops were held virtually, while the fourth workshop was an in- person event. An online survey was conducted after the fourth workshop to include feedback from residents who could not attend the final workshop.

The multiple sets of public events and additional methods for providing input on the Plan provided residents and stakeholder groups the opportunity to contribute to the Plan development. Additionally, the City conducted a public opinion survey, the results of which are discussed in the sections below .

EMISSIONS INVENTORY AND REDUCTION TARGETS
The 2019 communitywide emissions is 679,700 metric tons of carbon dioxide equivalent (“MTCO 2e”). Figure ES 1 shows how much is 679,700 MTCO 2e in terms of cars driven, smartphones charge d, home energy used, and area of forests used. The emissions inventory includes the following emissions sectors:

• On-Road Transportation
• Building Energy
• Solid Waste
• Off-Road Vehicles and Equipment
• Water Supply
• Wastewater Treatment
To reduce communitywide emissions in alignment with statewide target s, the Plan has established the following:
 2030 target: 36 percent below 2019 levels (438, 300 MTCO2e annually ); and  2045 goal: 81 percent below 2019 levels (129,300 MTCO2e annually )

1 Legislative Reductions are reductions in emissions from communitywide activities and sources that result from actions of the State, federal, or regional government agencies. Examples include enacted laws, adopted regulations, standards, and plans.

Source: City of Rancho Cordova
Out of the seven
emissions sectors
included in the
Plan,
on-road
transportation and
building energy are
responsible for 94
percent of
emissions in the
city.

ITEM 11.2.

ATTACHMENT 4

Executive Summary
Rancho Cordova
Climate Action & Adap ta tion Plan Page ES -3

Source: US Environmental Protection Agency Greenhouse Gas Equivalencies Calculator, 2023.

Figure ES 1 Rancho Cordova’s 2019 communitywide emissions equivalencies

Figure ES 2 depicts the 2019 baseline and City’s legislative-adjusted BAU forecast by sector. The black line indicates the City’s GHG reduction target for 2030 and 2045 relative to the City’s 2019 GHG inventory. The space between the trajectory of the black line and the top of the colored wedges represents the “gap” in emissions that needs to be addressed through local actions for the City to meet its GHG reduction targets. T he City needs to reduce annual GHG emissions by 77,100 MTCO2e in 2030 and 400, 600 MTCO2e in 2045 to achieve the targets.

Source: Ascent Environmental 2022.

Figure ES 2 Rancho Cordova’s Legislative-Adjusted BAU Forecast by Sector, 2030 Emission Reduction Target:
36% below 2019 levels, and 2045 Emission Reduction Goal: 81% below 2019 levels Appendix A presents the inventory technical memorandum, Appendix B details the methodology for preparing the communitywide emissions inventory and projections, Appendix C presents the forecast and target technical memorandum, and Appendix D details the methodology for preparing the emissions reduction targets and goals. 0 100,000
200,000
300,000
400,000
500,000
600,000
700,000
800,000
2019 2030 2045
Annual GHG Emissions (MTCO2e per year)
On-Road Transportation Nonresidential Building Energy Residential Building Energy Solid Waste Off-Road Vehicles and Equipment Wastewater Treatment Water Supply Reduction Target and Goal
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PLAN AT A GLANCE
Emission Reduction Measures
To achieve the 2030 target and to make substantial progress toward the 2045 goal , the Plan proposes a Strategy Framework consisting of 14 GHG reduction strategies, 34 GHG emission reduction measures , and supporting actions briefly summarized in Table ES 1 below. The strategy framework contains additional information like annual emissions reduced, percent of the City’s total reductions, performance targets , and supporting actions identified by the City to assist in achieving each strategy’s performance target . For measures labeled as “quantified” the CAP provides estimates of the measure’s annual GHG reduction potential; measures labeled as “qualitative” would also reduce GHG emissions but their annual GHG reduction potential is not estimated in the CAP. The additi onal details are presented in Chapter 3, section 1.3.2, and GHG reduction calculation details are included in Appendix E.

Table ES 1 Summary of Emissions Reduction Strategy Framework identified in the Plan Getting To, From, and Around the City
(On-road Transportation Sector)
Strategy Transportation -1
Support development of walkable, interconnected
neighborhoods, villages, and districts
Annual GHG Reduction
Potential (MTCO 2e)*
2030 2045
6,700 17,100
Transportation -1.1: Enforce the City’s Transportation Impact Guidelines, which require developers to include features in their projects that decrease the amount of driving alone and encourage people to make trips by walking, biking, or using public transit (Quantified)
Transportation -1.2: Reduce or eliminate requirements to provide a minimum number of off- street parking spaces in new development projects (Qualitative)
Transportation -1.3: Improve street connectivity, for example by providing walkways at the ends of existing cul- de-sacs, or requiring walkable street systems in new developments (Qualitative) Transportation -1.4: Limit the number of drive -through businesses (Qualitative) Strategy Transportation -2
Make walking and biking safe and attractive for people of all ages and abilities
Annual GHG Reduction
Potential (MTCO 2e)*
2030 2045
11,500 12,800
Transportation -2.1: Update Bike and Pedestrian Master Plans to increase the number of low -stress bikeways and walkways that connect homes to destinations (Quantified) Transportation -2.2: Install roundabouts to control traffic at intersections, instead of stop signs or traffic signals (Qualitative)
Transportation -2.3: Provide temporary or permanent car-free zones or “slow streets” in specified areas, for example, individual blocks or residential streets (Qualit ative) Transportation -2.4: Install measures to reduce vehicle speeds and calm traffic on city streets (Qualitative) ITEM 11.2.

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Strategy Transportation -3
Provide transit options that are accessible, reliable, and convenient
Annual GHG Reduction
Potential (MTCO 2e)*
2030 2045
5,800 10,200
Transportation -3.1: Increase the frequency of SacRT bus, CordoVan service, and/or light rail service, or extend service to cover new areas or times of day (Quantified)
Transportation -3.2: Implement Transit- Supportive Roadway Treatments (for example, transit signal priority, bus -only signal phases, queue jumps, curb extensions to speed passenger loading, and dedicated bus lanes) (Quantified) Transportation -3.3: Provide discounted or fare- free transit service (could be universal or targeted to specific areas and/or populations, for example, youth under 18) (Quantified) Transportation -3.4: Expand the SmaRT Ride area and convert the shuttles to electric shuttles (Quantified) Strategy Transportation -4
Reduce drive alone vehicle trips
Annual GHG Reduction
Potential (MTCO 2e)*
2030 2045
3,800 6,800
Transportation -4.1: Implement a Commuter Trip Reduction Program (CTR) in which companies provide employees with services, infrastructure, and incentives for not driving alone to work and instead ridesharing, taking transit, biking, walking, or teleworking (Quantified)
Transportation -4.2: Implement an Electric Vehicle Carshare Program in which vehicles are available for users on -demand for short -term rentals (Qualitative)
Transportation -4.3: Implement a bikeshare/scooter share program in which conventional or electric powered bikes or scooters are available to users on -demand for short -term rentals (Qualitative) Transportation -4.4: Provide Community- Based Travel Planning (CBTP) to households in the city in which trained travel advisors visit households to provide them with customized information, incentives, and support to encourage use of transportation options other than driving alone (Qualitative) Strategy Transportation -5
Transition to electric and zero emission vehicles
Annual GHG Reduction
Potential (MTCO 2e)*
2030 2045
27,000 171,300
Transportation -5.1: Install EV chargers in new residential, commercial, and industrial projects (Quantified) Transportation -5.2: Install publicly accessible EV chargers on existing private property (Quantified) Transportation -5.3: Install EV chargers on public property (Quantified) Transportation -5.4: Electrify loading docks and/or require idling -reduction systems (Qualitative) Transportation -5.5: Limit new gasoline/diesel fueling stations (Qualitative) Using Energy in Homes and Businesses
(Building Energy Sector)
Strategy Energy -1a
Increase energy efficiency and electrification in existing residential buildings
Annual GHG Reduction
Potential (MTCO 2e)*
2030 2045
9,700 29,000
Energy-1.1: Retrofit existing residential buildings to improve energy efficiency and reduce natural gas consumption for end uses like space and water heating, clothes drying, cooking (Quantified) Strategy Energy -1b
Increase energy efficiency and electrification in existing nonresidential buildings
Annual GHG Reduction
Potential (MTCO 2e)*
2030 2045
2,100 10,000
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Energy-1.2: Retrofit existing nonresidential buildings to improve energy efficiency and reduce natural gas consumption for end uses like space and water heating, clothes drying, cooking (Quantified) Strategy Energy -2a
Increase energy efficiency and electrification in new residential buildings
Annual GHG Reduction
Potential (MTCO 2e)*
2030 2045
1,400 5,100
Energy-2.1: Require new residential development to be all -electric, zero net energy (ZNE) buildings (where the amount of energy used in a year equals the amount of energy generated on the site) (Quantified) Strategy Energy -2b
Increase energy efficiency and electrification in new
nonresidential buildings
Annual GHG Reduction
Potential (MTCO 2e)*
2030 2045
430 1500
Energy-2.2: Require new nonresidential development to achieve energy efficiency above minimum State building code requirements (CAL Green Tier 2) (Quantified)
Using Equipment for Landscaping and Construction
(Off-Road Vehicle and Equipment Sector)
Strategy Offroad -1
Transition to electric and zero emissions technologies for landscaping equipment
Annual GHG Reduction
Potential (MTCO 2e)*
2030 2045
130 260
Offroad-1.1: Replace existing gasoline and diesel -powered landscaping equipment with electric or zero emission alternatives (Quantified)
Offroad-1.2: Convert new landscaping equipment to electric or zero -emission alternatives (Quantified) Strategy Offroad -2
Transition to electric and zero emissions technologies for construction equipment
Annual GHG Reduction
Potential (MTCO 2e)*
2030 2045
1,700 9,200
Offroad-2.1: Increase electrification and use of alternative fuels in construction projects (Quantified) Offroad-2.2: Reduce construction vehicle idling (Quantified) Using Water and Disposing of Waste at Homes and Businesses (Water and Solid Waste Sectors)
Strategy Water -1
Conserve water
Annual GHG Reduction
Potential (MTCO 2e)*
2030 2045
0* 0*
Water-1.1: Reduce indoor water use in existing and new buildings (Qualitative) ^ Water-1.2: Reduce outdoor water use for landscaping and irrigation in existing and new developments (Qualitative) ^ *Emissions reduced from water measures estimated to be zero in 2030 because water -related energy needs assumed to be met by 100% renewable or zero emission electricity by 2030.

Strategy Solid Waste -1
Avoid disposal of organic waste in landfills
Annual GHG Reduction
Potential (MTCO 2e)*
2030 2045
8,800 32,600
Solid Waste -1.1: Increase recovery of edible food waste (Quantified) Solid Waste -1.2: Eliminate disposal of organic waste in landfills (food waste, yard waste) (Quantified) ITEM 11.2.

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Planting and Managing Trees
(Carbon Sequestration Sector)
Strategy Carbon Sequestration -1
Increase the number of trees in the city, through new
plantings and management of existing trees
Annual GHG Reduction
Potential (MTCO 2e)*
2030 2045
440 1,100
Carbon Storage -1.1: Increase the number of trees in the city, through new plantings and management of existing trees (Quantified)
* The calculations, assumptions, research, and other evidence used to identify measure performance metrics and estimate annual GHG reduction potential are provided in CAAP Appendix E.
^Emissions reduced from water measures estimated to be zero in 2030 because water-related energy needs assumed to be met by 100% renewable or zero emission electricity.

Adaptation Strategies
In addition to strategies and measures to reduce GHG emissions, t he Plan also includes a set of five adaptation strategies to help the City prepare for and become more resilient to the impacts of climate change. Each adaptation strategy includes two to three tailored objectives, which are accompanied by an array of actions that can be implemented to help achieve those objectives. The adaptation strategies and objectives are summarized in Table ES 2 below. Further details, such as the associated actions for each strategy and set of objectives, are presented in Chapter 4. The city’s Vulnerability Assessment Technical Memo, which was used to inform the adaptation strategies, is included in Appendix F.

Table ES 2 Summary of Adaptation Strategies identified in the Plan Strategy Adaptation -1.

Improve resilience to increased temperatures and extreme heat.

Objectives:
 Reduce the urban heat island effect.
 Protect populations from extreme heat.

Strategy Adaptation -2.

Improve resilience to extreme precipitation and flooding.

Objectives :
 Promote climate -smart flood management.
 Add redundancy to the City’s flood management system.

Strategy Adaptation -3.

Improve resilience to drought.

Objectives :
 Reduce water consumption.
 Ensure long -term sustainability and reliability of the City’s water supplies.

Strategy Adaptation -4.

Improve resilience to wildfires.

Objectives :
 Protect populations from wildfire smoke and poor air quality.  Mitigate the impacts from potential Public Safety Power Shutoff events during high wildfire risk conditions.

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Strategy Adaptation -5.

Promote holistic community resilience in the context of climate change.

Objectives:
 Coordinate equitable education, outreach, and engagement.  Promote robust emergency services and other planning activities.  Protect the built environment from climate hazards.
2022 RANCHO CORDOVA CLIMATE

ACTION PLAN PUBLIC OPINION SURVEY
In addition to the online survey conducted after the fourth workshop, the City commissioned a public opinion survey to measure residents’ attitudes about climate change and their opinions about the City government taking s teps to reduce climate change and its impacts. The City conducted a telephone survey with 300 randomly selected participants to provide another form of outreach for resident input. The purpose was to better understand resident s’ perceptions of climate change and what steps the City should take to address issues associated with climate change. The survey results indicated that climate change is a very important issue for the majority of residents and a majority also responded that climate change will be very harmful or somewhat harmful to them or loved ones . A majority of the residents think it is very important for the City to take steps to reduce the impacts of climate change . A majority of residents also strongly or somewhat sup port specific City actions related to encouraging people to travel without using their private vehicles such as walking, biking, sharing rides, and using public transportation ; increasing the use of electric vehicles , and encouraging energy efficiency and reduced natural gas consumption in existing buildings and new construction. Encouraging the use of electric -powered instead of gas -powered landscape and construction equipment was the only City -specific action t hat was not strongly or somewhat supported by a majority of residents. A plurality of residents somewhat support this action (41.5 percent), while approximately one- third (31.6 percent) strongly oppose this action, and 9.8 percent indicated they somewhat oppose it. No residents (0 percent) indicated strong support for this action.

IMPLEMENTATION STRATEGY
After the adoption of this Plan, the City will develop an implementation strategy for the Plan measures. It will be based on several factors such as budget capacity and availability of funding opportunities and will involve collaborat ion with the Sacramento Municipal Utility District (“SMUD”), other public and private agencies, and neighboring cities. The success of Plan implementation will also depend on the participation of residents, businesses, and other stakeholders in the city and region.

The City will implement the measures of the CAAP through several types of programs and activities that may include changes in municipal operati ons; new ordinances or code updates; development conditions of approval; advanced planning efforts; provision of incentives or financing; public agency or private partnerships; and education and outreach. The Plan’s effective implementation will require a process to prioritize its strategies and measures periodically. Potential funding sources to support Plan implementation are listed in Appendix G.

Strategy highlights
i. Maximum emissions reduction:

Strategy Transportation-5.

Transition to electric and zero
emission vehicles.
ii. Addresses safety and mobility
challenges for people with different
abilities: Strategy Transportation-2.

Make walking and biking safe and
attractive for people of all ages and
abilities.
iii. Improves aesthetics and provides
cleaner air: Strategy Carbon
Sequestration-1. Remove emissions
from the atmosphere.

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MONITORING STRATEGY
The Plan will be monitored over time to assess the progress by tracking key indicators for each measure. Changing circumstances, such as State and federal laws and programs, updates to climate science, changes in technology, or evolving local, State, federal, or even global economic and social conditions, may necessitate changes to the Plan. If the Plan is not achieving the desired outcomes, the measures or actions will need to be altered or amended.

City staff will evaluate the performance of each GHG reduction action that has been implemented. Evaluating the performance requires monitoring the level of community participation, costs, and potential barriers to implementation, as well as activities that result in GHG emissions reductions like actual reductions in fuel consumption, vehicle miles traveled, energy usage, water usage, landfilled waste, and so on. In addition to considering these factors, assessing the performance of Plan adaptation actions will be informed by resilience-related improvements in the community. The City staff will regularly monitor and report on adaptation and climate hazards and will update the strategies and actions when needed. By evaluating whether the implementation of an action is on track to achieve its objective, the City can identify successful actions and reevaluate or replace underperforming measures.

To provide updates on Plan implementation progress, City staff will prepare a monitoring report every two years. Finally, the City will prepare a GHG emissions inventory and an update to the plan every five years, with the first update due in 2028. Updates woul d reflect the findings of the monitoring reports and inventory updates. Table ES 3 shows the City’s implementation and monitoring timeframe.

Table ES 3 City’s Implementation and Monitoring Timeframe Year Milestone Description
2023 Plan adopted City Council adopts the Plan.
2023 Develop Implementation
Strategy City staff begins to develop the implementation strategy. 2023 Plan Implementation City staff begins to implement Plan measures. 2025 Monitoring Report
City staff will prepare a monitoring report every two years and present the report to City Council and Planning Commission. The first monitoring report will be completed two years from Plan adoption. Each monitoring report will evaluate implementation status of the Plan’s GHG reduction measures. The monitoring report will identify whether any of the measures require amendment to maintain progress toward achieving the emissions reductions identified in the Plan. 2028 GHG Emissions
Inventory Update
An updated GHG inventory will be prepared to track the Plan implementation progress by assessing the City’s progress towards achieving the emissions reductions identified in the Plan.
2028 Plan Update
Based on the results of the monitoring report and updated GHG emissions inventory, the City will update the Plan to include new or amended measures, remove, or update any ineffective measures, and incorporate new technologies and methodologies as necessary to ensure the Plan is on track to achieve the City’s target and goal.

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CALIFORNIA ENVIRONMENTAL QUALITY ACT AND THE PLA N
The California Environmental Quality Act (CEQA) is a statute that requires local agencies to identify significant environmental impacts of their actions and avoid or mitigate those impacts, if feasible. The 2022 Scoping Plan emphasizes the use of CEQA as a tool by local jurisdictions for supporting the State’s climate priorities. When a local Plan complies with CEQA requirements, individual projects that comply with the Plan are allo wed to streamline the project -specific GHG analysis. The City plans to utilize this tool for ensuring that new development is constructed with more sustainable and low -carbon features than existing development. By following this approach, the Plan has been prepared consistent with the provisions of CEQA Guidelines Section 15183.5 (“Qualified Plan”). As a result, it provides new development project applicants in the city the opportunity to use CEQA streamlining tools for projects that are consistent with thi s Plan. Demonstrating consistency with the Plan establishes that a project will not result in an “additional environmental effect” related to GHG emissions. A project’s consistency with th is Plan will be determined through a Consistency Checklist (“Checkli st”). The Checklist will include the GHG reduction measures applicable to development projects that are required to be implemented on a project -by-project basis to achieve the City’s 2030 reduction target and make substantial progress toward the 2045 goal . Projects that do not demonstrate consistency may, at the City’s discretion, prepare a more comprehensive project -specific analysis of GHG emissions consistent with CEQA requirements.

PLAN ORGANIZATION
This Plan is divided into five main chapters. Chapter 1, introduces the City’s Plan , outlines the goal of the Plan, and the development process in detail. Chapter 2 describes the community’s 2019 baseline GHG emissions inventory, presents 2030 and 2045 emissions forecasts, and identifies community emissions reduction targets.

GHG emissions reduction strategies and measures are included in Chapter 3. Chapter 4 presents an overview of the climate adaptation planning process, a summary of the city’s climate change vulnerability assessment, and adaptation strategies, objectives, and actions that can be implemented to strengthen community resilience to climate change. Lastly, Chapter 5 provides a framework for implementing and monitoring the Plan and includes a timeline for future updates.

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CHAPTER 1: Introduction
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Climate Action & Adapt at ion Plan Page 1-1
CHAPTER 1: Introduction

1.1 INTRODUCTION TO THE CLIMATE ACTION AND

ADAPTATION PLAN
The City of Rancho Cordova (hereafter referred to as “City”) has prepared its first Climate Action and Adaptation Plan (CAAP) (hereafter referred to as “Plan”) to serve as a comprehensive roadmap to community sustainability and resilience in the city. It lays out a set of strategies to reduce Greenhouse Gas (“GHG”) emissions and the potential impacts of climate change in Rancho Cordova . At a local level, annual temperatures and intensity of precipitation events are projected to increase over time. These changes could result in increased heat waves, wildfire risk, and flooding, resulting in adverse effects on residents’ health and safety, economic prosperity, infrastructure, and the provision of public services. The Plan identifies strategies and measures the City can take to address climate change by reducing GHG emissions to levels that align with State wide GHG reduction targets and strategies and actions for the City to adapt and promote resilience to the impacts of climate change in Rancho Cordova .

In developing the Plan, the City evaluate d the volume of emissions generated in a baseline year (2019 for this Plan) and identified City -specific targets and goals that determine the amount of community-wide emissions that need to be reduced in Rancho Cordova to align with statewide GHG reduction targets for 2030 and 2045. The City then developed GHG reduction measures to achieve the City’s 2030 target and make substantial progress towards the City’s 2045 goal. Additionally, in preparation of the Plan, the City conducted a climate change vulnerability assessment to better understand its vulnerability to climate hazards. This was then used to inform and develop a set of adaptation strategies, objectives, and actions to improve community resilience in context of climate change.

The successful implementation and administration of the Plan would reduce emissions and reduce climate related risks in the city, as well as provide other co- benefits like strengthening the City’s economy, improving risk management, cleaning the environment, and improving the health and wellness of residents. At a local scale, communities can work towards reducing their carbon footprint by changing habits to consume less energy, generate less waste, conserve water, use sustainable transportation modes, and promote carbon sequestration.

1.1.1 Why is the Plan Important?
Through the Plan, community members can take climate action specific to the city’s requirements. By beginning to plan now and engaging in more sustainable practices, communities will be better suited to adapt to climate change and increase resiliency for the future. The Plan lays out prospects to shape the future development of the city in the way that the homes, businesses , and communities become more sustainable and less vulnerable to ITEM 11.2.

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climate risks. While saving money and promoting a healthier environment , the implementation of the Plan will improve livability and quality of life for the residents of Rancho Cordova .

1.1.2 Plan Goals
The 2019 communitywide emissions is 679,700 metric tons of carbon dioxide equivalent (“MTCO2e”). In order to
reduce emissions and meet statewide targets, the Plan has established local reduction targets consistent with statewide emissions reduction targets for 2030 and 2045. To support the achievement of statewide GHG reduction targets and
reduce emissions locally, the Plan sets the following emission reductions targets using 2019 levels as a reference point:
 2030 target: 36 percent below 2019 levels (438,300
MTCO2e annually); and
 2045 goal: 81 percent reduction from 2019 levels (129,300 MTCO2e annually).

This Plan provides a summary of baseline GHG emissions and the potential growth in these emissions over time. A summary of the City’s emissions inventory, emissions projections, and methodology for setting GHG reduction targets is discussed further in Chapter 2. The strategies and measures that the City will implement to achieve the 2030 emissions reduction t arget and make substantial progress toward the 2045 goal are discussed in Chapter

3. The Plan also illustrates strategies and measures that the City will implement to adapt to climate change risks and vulnerabilities in Chapter 4. As part of Plan implementation, each strategy and measure should be continually assessed and monitored. More information on administering, implementing, and monitoring the Plan is included in Chapter 5.

1.2 SUMMARY OF THE PLAN DEVELOPMENT PROCESS
This section gives an overview of the internal and external processes in developing this Plan. It briefly describes the City’s process for Plan development and external engagement with residents and other stakeholders. Figure

1.1 presents the c omponents of the CAAP development process .

Source: Ascent Environmental 2023.

Figure 1.1 Components of the CAAP development process
Why
did the City prepare a Plan?
• to align with State climate goals
• establish city specific climate action and guide
future development
• to maintain consistency in GHG reduction
• to support infill housing production
• to leverage other regional sustainability programs
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1.2.1 Plan Development
The City kicked off the project in 2021 after which the City prepared GHG emissions inventories and forecasts, set GHG reduction targets, and conducted a climate change vulnerability assessment. These tasks were completed by the first quarter of 2022 and then the City developed GHG emissions reduction strategies, measures, and actions, along with adaptation strategies, objectives , and actions to be included in the Plan. These efforts created the foundation for developing this Plan , which occurred in the first quarter of 2023 .

Engagement with City staff, members of the public, government officials, and other stakeholders was conducted throughout the entirety of the project. Outreach and engagement efforts are described in the following section.

1.2.2 Community Engagement
The Plan serves as a resource and starting point to support the City’s long -term sustainability efforts. Effective and long -term climate action and resiliency in the City can only be achieved through active and ongoing partnerships between residents, businesses, the City, and other agencies and organizations in the city.

The City hosted four public workshops and performed outreach efforts to engage residents, stakeholders, and other interested organizations and individuals. The purpose was to provide an opportunity for the community to participate in the Plan development process and ensure that the Plan equitably captured the ideas and concerns of residents and businesses. Due to the COVID-19 pandemic, the first three public workshops were held virtually, while the fourth workshop was an in- person event. The attendees included a diverse mix of participants including Rancho Cordova residents, business owners, members of local climate groups, neighborhood associations, community council members , people who had property in the city , and so on . The workshops served to inform attendees about the project scope and goals and solicited input to gain a better understanding of the community’s climate change concerns and priorities.

The first workshop held on October 21, 2021 was attended by 26 people. It provided an overv iew of the purpose and objectives of the Plan, and discussed the Plan process and project timeline. It also provided information on how the community can get involved in the development process.

The second workshop held on January 13, 2022, summarized the city’s primary vulnerabilities to climate change and when these climate change impacts are likely to occur. 31 people including residents and business owners attended the workshop that briefed on activities that are contributing to the city's greenhouse g as emissions and emission categories contributing to these emissions.

On April 14, 2022, the City held the third workshop which was attended by 17 people. It discussed updates in the Plan development process. The topics included the primary emissions sources and activities in Rancho Cordova, the role that federal , State, regional, and local actions play in reducing emissions in the city, and how much lower the future emissions need to be to meet California's climate goals. Attendees had the opportunity to share thoughts on potential mitigation measures the C ity could take to reduce emissions to levels that meet the climate targets .

Residents can support climate action by:
• consuming less energy
• producing less waste
• conserving water
• composting
• avoiding drive alone trips
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On November 16, 2022, the City hosted the fourth and final workshop and first in -person event . It was attended by 12 people. The purpose of the workshop was to gain feedback on actions the City can take to reduce greenhouse gas emissions. The workshop
included a short presentation, followed by an
interactive activity and discussion about ideas and
priorities. A handout illustrating the City’s measures to reduce greenhouse gas emissions was distributed
among participants to serve as a reference for
sharing the feedback. It offered an opportunity for
participan ts to comment on proposed GHG
reduction strategies and measures and to identify
barriers to personal climate action choices. To
increase opportunities for all residents to provide
feedback , an
online survey was also conducted after
the fourth workshop to i nclude feedback from
residents and stak eholders who could not attend
the workshop . 48 people responded to this survey.

Public input gathered from the workshops and the survey played a key role in determining the City’s approach to climate change mitigation and adaptation through ground -truthing the technical analyses conducted for the Plan development . The multiple sets of public events and additional methods for providing inpu t on the Plan provided residents and stakeholder groups the opportunity to contribute to Plan development.

1.3 2022 RANCHO CORDOVA CLIMATE ACTION PLAN PUBLIC

OPINION SURVEY
The City asked residents for their comments and suggestions concerning the Plan, emissions reduction measures , and adaptation strategies t hrough community workshops and an online survey . In addition to this, the City commissioned a public opinion survey to measure residents’ atti tudes about climate change and their opinions about the City government taking steps to reduce climate change and its impacts . The City conducted a telephon e survey with 300 randomly
selected participants concerning issues related to its Plan. The purpose of the survey was to better understand resident perceptions of climate change and the City taking steps to address climate change. Specific issues examined in this survey included the community’s views on:
 How important climate change is to them personally.
 How harmful climate change will be to them and to future generations.  How important it is for the City to take steps to reduce climate change and its impacts.  How supportive the community is of specific steps the City could take to reduce the impact of climate change.

Why
is the community engagement process
important?
• to provide the community an
opportunity to participate in the City's
climate action
• to advance equality and reduce
disparities
• to ensure that the benefits are shared
among all city residents
Why
did the City conduct a Public Opinion
Survey?
• to ask residents for their comments
and suggestions concerning the Plan.
• to provide another form of outreach
for resident input.
• to collect inputs on a randomly
selected basis
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The survey results indicated that climate change is a very important issue for the majority of residents and a majority also responded that climate change will be very harmful or somewhat harmful to them or loved ones.

A majority of the residents think it is very important for the City to take steps to reduce the impacts of climate change. A majority of residents also strongly or somewhat support specific City actions related to encouraging people to travel without using their private vehicles such as walking, biking, sharing rides, and using public transportation; increasing the use of electric vehicles, and encouraging energy efficiency and reduced natural gas consumption in existing buildings and new construction. Enco uraging the use of electric -powered instead of gas- powered landscape and construction equipment was the only City- specific action that was not strongly or somewhat supported by a majority of residents. A plurality of residents somewhat support this action (41.5 percent), while approximately one- third (31.6 percent) strongly oppose this action, and 9.8 percent indicated they somewhat oppose it. No residents (0 percent) indicated strong support for this actions.

1.4 PROJECT WEBSITE
To provide project information and resources to the community and stakeholders, the City developed a webpage dedicated to the City’s Plan (located at https://www.cityofranchocordova.org/residents/community- topics/climate-action-plan). It includes an overview of the project, updates on the workshops and the online survey held, GHG emissions and adaptation related information and technical document s, and other supporting documents and materials. This webpage supported public participation from the initiation of the p roject to the development of this Plan . After adoption of the Plan, t he webpage will be updated to include updates on Plan implementation and monitoring .

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1.5 REGIONAL CLIMATE PLANNING EFFORTS
The Plan is developed in the context of existing plans and policies occurring within the region that support the reduction of GHG emissions and prepare the community for the anticipated effects of climate change. These include, but are not limited to:
 Sacramento County led an update to the countywide 2016 Local Hazard Mitigation Plan (Sacramento County, 2021) in 2021, in coordination with incorporated cities, reclamation districts, and other special districts. This will complement the Plan’s adaptation framework and further assist in alleviating vulnerability to climate change impacts in the city.
 The Sacramento Area Council of Governments (SACOG) adopted its most recent Sustainable Communities Strategy (SCS) in 2020 (SACOG, 2023), which provides policies and implementation actions for GHG reductions in the on-road transportation sector, consistent with statewide targets set by the California Air Resources Board (CARB). The Plan’s transportation sector measures can be aligned with the SCS for more effective emission reduction in the city.
 The Capitol Region Urban Heat Island Mitigation Project, led by Sacramento Metropolitan Air Quality Management District (SMAQMD) and the Local Government Commission, built detailed models of the Urban Heat Island effect in the Sacramento region and used them to evaluate the effectiveness of a range of heat mitigation measures (SMAQMD, 2020). This will complement the Plan’s adaptation framework and further assist in alleviating vulnerability to climate change impacts in the city.  The Sacramento Municipal Utility Department (SMUD)’s Home Performance Program (HPP) is a whole-house approach that bundles energy-efficiency upgrades to deliver more savings, comfort, and rebate options. This program can be effective in supporting strategies identified in this Plan for reducing emissions from the building energy sector.
 SMUD collaborated with Five Star Bank and LoanGlide to offer Sustainable Home Improvement Loans to help residential customers finance energy efficiency upgrades. This includes converting from gas-to-electric appliances and equipment and improvements like windows and weatherization. These initiatives align with the supporting actions identified in this Plan for reducing emissions from the building energy sector.  SacRT initiatives which include providing County residents access to micro-transit, electric busses, and expanded light rail service, for example, the Fare-Free Transit for Students and Youth Initiative and the SacRT SmaRT Ride where customers can request a ride that will pick up and drop off passengers within the service boundaries.

These initiatives align with the supporting actions identified in this Plan for reducing emissions from the transportation sector.

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Chapter 1 Introduction
Rancho Cordova
Climate Action & Adapt at ion Plan Page 1-7

3.6 HOW TO READ THIS PLAN

3.6.1 Organization
This Plan is divided into five main chapters. This chapter, Chapter 1, introduces the City’s Plan, outlines the goal of the Plan, and the development process in detail. Chapter 2 describes the community’s 2019 baseline GHG emissions inventory, presents 2030 and 2045 emissions forecasts of the city, and identifies community emissions reduction targets. GHG emissions reduction strategies and measures are included in Chapter 3. Chapter 4 presents an overview of the climate adaptation planning process, a summary of the city’s climate change vulnerability assessment, and adaptation strategies, objectives, and actions that can be implemented to strengthen community resilience to climate change. Lastly, Chapter 5 provides a framework for implementing and monitoring the Plan and includes a timeline for future updates. It also includes a list of potential funding sources the City can consider for the administration, implementation, and monitoring of measures included in this Plan.

3.6.2 Emissions Reduction and Adaptation Framework
The GHG emissions reduction strategies and measures in Chapter 3 and the adaptation strategies and objectives in Chapter 4 are presented under a similar framework. Each chapter presents strategies that serve as the foundation for addressing the ways in whi ch GHG emissions can be reduced and resilience can be improved in the community. Within each GHG emissions reduction strategy are one or more measures that represent activities that the City would consider in order to achieve the target . Similarly, each of the adaptation strategies includes two to three tailored objectives. Both the GHG emissions reduction measures and adaptation objectives include a set of detailed actions that define the specific action s, projects, programs, or policies the City can implement or support to reduce GHG emissions and strengthen community resilience.

Source: Ascent Environmental 2023.

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Chapter 1 | Introduction
Rancho Cordova

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CHAPTER 2:

Greenhouse Gas Emissions Inventory
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Rancho Cordova
Climate Action & Adapt at ion Plan Page 2-1

CHAPTER 2:

Greenhouse Gas Emissions Inventory

2.1 OVERVIEW
This chapter summarizes the first three components of the Plan development process - identifying and estimating primary sources and annual levels of GHG emissions for a baseline year (also called a baseline inventory) ; estimating emissions trends and proje ctions in the absence of local reduction measures (also called forecasts) ; and setting local emissions reduction goals over time to reduce contributions to climate change effects (also called targets) (refer to section 1.2 for components of the Plan).

2.2 BASELINE INVENTORY
Conducting a baseline inventory for a jurisdiction is the process of quantifying emissions from the potential sources during a single calendar year. It informs about the emissions sources and activities and reports about the relative contribution of each. This process supports the forecasting of future emissions, the setting of target s and goals to reduce emissions, and the development of reduction measures . This section describes sources and levels of communitywide emissions in Rancho Cordova.

The City’s emissions inventory is based on the 2019 baseline year – the most recent year for which reliable data were available at t he time this plan was developed. Rancho Cordova’s inventory is based on the most recent guidance for community -scale emissions inventories developed by ICLEI’s Community Protocol, Version 1.2, published in July 2019 (ICLEI 2019) . Appendix A and B present detailed methods and assumptions used for developing the communitywide emissions inventory. Consistent with the protocol’s requirements, the inventory is prepared for a baseline year that reflects the current communitywide emissions conditions and establish es a foundation to compare how emissions are estimated to grow in the future. Emissions generating activities are divided into categories called emissions sectors.

The inventory includes the following emissions sectors:

Why
a baseline inventory?
• identifies emissions sources and
their relative contribution
• provides a baseline for emissions
forecasts
• supports the establishment of
reduction targets and goals
• informs the development of
reduction measures
• provides a framework to track the
changes in emissions in the city
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Chapter 2 | Green house Gas Emissions Inventor y
Rancho Cordova

• On-Road Transportation
o this sector includes emissions from passenger and commercial vehicles that operate within the city, and to and from the city.
• Building Energy
o Residential Building Energy – this sector includes emissions generated from the use of electricity and natural gas in residential buildings in the city. o Non-residential Building Energy – this sector includes emissions generated from the use of electricity and natural gas in non -residential buildings in the city. • Solid Waste
o this sector includes emissions associated with waste generated by residents and businesses in the city .
• Off-Road Vehicles and Equipment
o this sector includes emissions from o ff-road vehicles and e quipment that operate in the city. • Water Supply
o this sector includes e missions associated with residential and commercial water consumption • Wastewater Treatment
o this sector includes e missions associated with residential and commercial wastewater treatment

2.2.1 Rancho Cordova’s Emissions Inventory
The 2019 communitywide emissions is 679,700 MTCO2e. Out of the seven emissions sectors included in the Plan, on-road transportation and building energy ar e responsible for 94 percent of emissions in the city . Table

2.1 shows the results of the inventory and Figure 2.1 shows the share of emissions generated by each sector.

Appendix A presents the inventory technical memo randum and Appendix B details the methodology for preparing the communitywide emissions inventory .

Table 2.1 2019 City of Rancho Cordova Community Greenhouse Gas Emissions Inventory Sectors MTCO2e/year Percent of Total
On-Road Transportation 417,100 61%
Nonresidential Building Energy 118,800 17%
Residential Building Energy 95,600 14%
Solid Waste 22,400 3%
Off-Road Vehicles and Equipment 11,000 2%
Water Supply 9,100 1%
Wastewater Treatment 5,700 1%
Total 679,700 100%
Notes: MTCO2e/year = metric tons of carbon dioxide equivalent per year Source: Ascent Environmental 2022.

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Chapter 2 | Green house Gas Emissions Inventory
Rancho Cordova
Climate Action & Adapta tion Plan Page 2-3

Source: US Environmental Protection Agency Greenhouse Gas Equivalencies Calculator, 2023.

Source: Ascent Environmental 2022.

Figure 2.1 2019 City of Rancho Cordova Communitywide Greenhouse Gas Emissions Inventory

2.3 EMISSIONS FORECASTS
The next phase in the Plan process is to estimate communitywide emissions over time. Comparing the forecasts with targets will provide an emissions gap that the city needs to address to achieve the target. This information is critical to evaluating the City’s performance in mitigating emissions and understanding where the City should focus its efforts in the future. The 2019 baseline inventory is used to scale emissions to 2030 and 2045. Emissions forecasts are based on the following two factors:

On-Road Transportation,
61%
Nonresidential Building
Energy, 17%
Residential Building
Energy, 14%
Solid Waste, 3%
Off-Road Vehicles and
Equipment, 2%
Wastewater Treatment,
1%Water Supply, 1%
Why
an emissions forecast?
• identifies emissions gap
• provides a framework for
comparing changes in
emissions in the future
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Chapter 2 | Green house Gas Emissions Inventor y
Rancho Cordova

(i) Communit y Activities: change in community activities like population, number of employees, and vehicle miles traveled (VMT) results in a change in communitywide emissions. (ii) Legislative Reductions Federal, State, and regional actions that reduce GHG emissions from communitywide activities and sources . Examples of these initiatives include a law, regulation, standard, or program.

2.3.1 Future Emissions without Legislative Reductions (Business -As -Usual Forecast)
The emissions forecast without legislative reductions (also known as Business -As-Usual or BAU Forecast ) is an assessment of the City’s emissions solely based on how the community activities will change over time w ithout further local, regional, State, or federal action . It assumes that no further government action is taken to reduce GHG emissions and reflects only the change emissions that results from change in community activities. Table

2.2 shows activity projections in the city from 2019 to 2045 that are used to inform the BAU Forecast of GHG emissions , and also inform the Legislative -Adjusted BAU Forecast, which is described in the next section.

Table 2.2 Rancho Cordova Demographic and Vehicle Miles Trave led Projections Forecast Factor 2019 2030 2045
Population 77,579 102,122 125,427
Employment 61,991 73,604 84,213
Annual VMT 919,218,798 1,071,357,646 1,307,495,381
Notes: VMT = vehicle miles traveled.

Source: SACOG Growth Forecast for the 2020 MTP/SCS; Fehr & Peers; adapted by Ascent Environmental in 2022.

2.3.2 Future Emissions with Legislative Reductions (Legislative -Adjusted BAU Forecast )
Emissions forecast with legislative reductions (also known as Legislative- Adjusted Business -As-Usual or Legislative- Adjusted BAU forecast) is an assessment of the C ity’s emissions based on the changes in community activities including adopted legislative and regulatory actions at the regional, State, or federal levels . The legislative reductions applied to estimate emissions under this foreca st are listed in Table 2.3.

Table 2.3 Summary of Legislative Reductions Applied in the Legislative -Adjusted BAU Forecast Source Legislative Reduction Description Sectors Applied Regional 2030 Zero Carbon
Plan
Establishes a target for SMUD to supply 100 percent
renewable electricity by 2030.

Residential and
Nonresidential
Building Energy,
Water Supply
State
California ’s Building
Energy Efficiency
Standards (2019 Title
24, Part 6)
Requires all new buildings in California to comply with energy efficiency standards established by CEC . Accounts for the energy efficiency gains associated with lighting, heating, cooling, ventilation, and water heating
Residential and
Nonresidential
Building Energy
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Chapter 2 | Green house Gas Emissions Inventory
Rancho Cordova
Climate Action & Adapta tion Plan Page 2-5
Source Legislative Reduction Description Sectors Applied improvements, as well as onsite solar photovoltaic
requirements for low -rise residential .

State Advanced Clean Car s I
Standards
Establishes GHG emission reduction standards for model
years 2017 through 2025 that are more stringent than
federal CAFE standards.

On-Road
Transportation
State Truck and Bus
Regulation
Requires diesel trucks and buses that operate in California to be up graded to reduce GHG emissions.

On-Road
Transportation
Federal
Fuel Efficiency
Standards for Medium-
and Heavy -Duty
Vehicles
Establishes fuel efficiency standards for medium - and heavy - duty engines and vehicles.

On-Road
Transportation
Federal
EPA Off-Road
Compression -Ignition
Engine Standards
Establishes standards for phasing of EPA diesel engine tiers for off- road compression -ignition equipment.

Off-Road Vehicles
and Equipment
Notes: CAFE = Corporate Average Fuel Economy; CEC = California Energy Commission; EPA = U.S. Environmental Protection Agency; GHG = greenhouse gas, SMUD = The Sacramento Municipal Utility District.

Figure 2.2 and Table 2.4 present the City’s 2019 inventory with BAU forecast and Legislative -Adjusted BAU forecast for 2030 and 2045. With the legislative actions, the C ity’s emissions would decrease by approximately 22 percent between 2019 and 2045 and by approximately 24 percent between 2019 and 2030. In 2030, the legislative-a djusted BAU Forecast is 37 percent lower than the BAU forecast , while in 2045, legislative -adjusted BAU Forecast is 46 percent lower than the BAU forecast .

Table 2.4 Rancho Cordova 2019 Greenhouse Gas Emissions Inventory , BAU Forecast , and Legislative - Adjusted BAU Forecast for 2030 and 2045 (MTCO 2e/year) Sector 2019 2030 2045
Baseline
Emissions BAU Forecast
Legislative -
Adjusted
BAU Forecast
BAU Forecast
Legislative -
Adjusted
BAU Forecast
On-Road Transportation 417,100 486,200 387,800 593,300 384,700 Nonresidential Building Energy 118,800 141,100 23,600 161,400 25,300 Residential Building Energy 95,600 125,800 52,200 154,500 55,900 Solid Waste 22,400 29,500 29,500 36,200 36,200
Off-Road Vehicles and
Equipment
11,000 14,800 14,800 18,500 18,500
Water Supply 9,100 12,000 0 14,700 0
Wastewater Treatment 5,700 7,500 7,500 9,200 9,200
Total 679,700 816,700 515,400 987,800 529,800
Notes: Total may not sum exactly due to independent rounding. MTCO2e/year = metric tons of carbon dioxide equivalent per year.

Source: Ascent Environmental 2023.

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Chapter 2 | Green house Gas Emissions Inventor y
Rancho Cordova

Source: Ascent Environmental 2023.

Figure 2.2 Rancho Cordova 2019 Greenhouse Gas Emissions Inventory, BAU Forecast, and Legislative-Adjusted BAU Forecast for 2030 and 2045

2.4 EMISSIONS REDUCTION TARGETS
Rancho Cordova’s 2030 emissions reduction target and 2045 goal have been developed to align with the statewide emissions reduction targets for 2030 and 2045. As directed in Senate Bill ( SB) 32 and Assembly Bill (AB) 1279, the State aims to reduce Statewide annual GHG emissions to:
 40 percent below 1990 levels by 2030; and
 net zero emissions as soon as possible and no later than 2045, with at least an 85 percent reduction from 1990 levels for anthropogenic sources.1
Consistent with State targets and considering relevant emissions sectors, this Plan establishes the following communitywide GHG reduction target for 2030 and GHG reduction goal for 2045:
 2030 target: 36 percent below 2019 levels (438,300 MTCO2e annually); and  2045 goal: 81 percent below 2019 levels (129,300 MTCO2e annually).

1 Anthropogenic sources are human activities that generate emissions. 2030 20452019
0 200,000
400,000
600,000
800,000
1,000,000Annual GHG Emissions (MTCO2e per year)
On-Road Transportation Nonresidential Building Energy Residential Building Energy Solid Waste Off-Road Vehicles and Equipment Wastewater Treatment Water Supply BAU Forecast Legislative-Adjusted BAU Forecast ITEM 11.2.

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Chapter 2 | Green house Gas Emissions Inventory
Rancho Cordova
Climate Action & Adapta tion Plan Page 2-7

2.5 LOCAL EMISSIONS GAP
Figure 2.3 below depicts the 2019 baseline and legislative -adjusted BAU forecast by sector . The black line indicates the City’s GHG reduction target for 2030 and the 2045 goal relative to the City’s 2019 baseline emissions level . The space between the trajectory of the black line and the top of the colored wedges represents the “gap” in emissions that will need to be addressed through local actions for the City to meet its GHG reduction target and goal . To address the ga p, the City has identified a strategy framework including emissions reduction strategies, measures, and supporting actions. The strategy framework is presented in Chapter 3. Appendix A presents the inventory technical memo randum, Appendix B details the methodology for preparing the communitywide emissions inventory and projections, Appendix C presents the forecast and target technical memo randum, and Appendix D details the methodology for preparing the emissions reduction targets and goals .

Source: Ascent Environmental 2022.

Figure 2.3 Rancho Cordova’s Legislative-Adjusted BAU Forecast by Sector, 2030 Emission Reduction Target:
36% below 2019 levels, and 2045 Emission Reduction Goal: 81% below 2019 levels

0 100,000
200,000
300,000
400,000
500,000
600,000
700,000
800,000
2019 2030 2045
Annual GHG Emissions (MTCO2e per year)
On-Road Transportation Nonresidential Building Energy Residential Building Energy Solid Waste Off-Road Vehicles and Equipment Wastewater Treatment Water Supply Reduction Target and Goal
Chapter 3 of the Plan identifies
emissions reduction measures to
that seek to close the following
emissions gaps:
77,100 MTCO2e/year by 2030
400,500 MTCO2e/year by 2045
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Chapter 2 | Green house Gas Emissions Inventor y
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CHAPTER 3:

Emissions Reduction Strategies & Measures
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Rancho Cordova
Climate Action & Adapt at ion Plan Page 3-1

CHAPTER 3:

Emissions Reduction Strategies and Measures

3.1 OVERVIEW
This chapter summarizes the fourth component of the Plan development process – the development of emissions reduction strategies and measures (refer to section 1.2 for components of a Plan ). It outlines strategies and measures the City can take to achieve the emissions reduction target for 2030 (reducing emissions to 36 percent below 2019 l evels) and make substantial progress toward the 2045 goal (reducing emissions to 8 1 percent below 2019 levels) .

3.2 EMISSIONS REDUCTION STRATEGIES AND MEASURES
This Plan includes strategies, measures, and supporting actions that address the following major climate change- related activities that can be influenced by the City’s actions:
 Getting To, From, and Around the City (On -road Transportation Sector)  Using Energy in Homes and Businesses (Building Energy Sector)  Using Equipment for Landscaping and Construction (Off -Road Vehicle and Equipment Sector)  Using Wate r and Disposing of Waste at Homes and Businesses (Water Supply, Wastewater, and Solid Waste Sectors)
 Planting and Managing Trees (Carbon Sequestration Sector) The strategies and measures focus on reducing GHG emissions that are generated from activities occurring in Rancho Cordova. The City will implement th ese measures in the coming years through planned programs, policies, and projects. Additional to reducing emissions, which is the primary purpose of these strategies and measures, these will also result in added co -benefits that would occur through implementation, such as improved environmental quality, improved health outcomes, enhanced community character, address historic underinvestment, create job opportunities, and improve resilience to climate change impacts.

Implementation of the strategies and measures in this chapter would be adequate to meet the City’s 2030 emissions reduction target (36 percent below 2019 levels ) and make sufficient progress towards the 204 5 goal (81 percent below 2019 levels ). However, because the city is already experiencing the effects of climate change, this Plan includes multiple measures to adapt to climate change impacts, discussed in Chapter 4.

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Chapter 3 | Emissions Reduction Strategies and Measures Rancho Cordova

Source: Ascent Environmental 2023.

3.3 GREENHOUSE GAS REDUCTION STRATEGY DEVELOPMENT
The implementation of GHG reduction strategies and measures over the years will affect the entire community and these effects will persist for a long time. Hence, it is necessary that the strategies take into c onsideration the present and future circumstances of the community . This includes taking into consideration the requirements and aspirations of the people as well as the pressure that will be placed on the community resources. To develop strategies that best support community activities and make the best use o f community resources, it is important that the whole community works as a unit and contributes to the strategy development process.

Hence, the process of developing GHG reduction strategies is critica l.

In developing the strategies and measures in this Plan, City staff identified the potential for future projects in the City and gathered input from residents, business owners, and community organizations, th rough a series of workshops and surveys . The City hosted these public events for residents, business ow ners, and community leaders where they were able to provide input and feedback on proposed measures. Input from these workshops was used to further define measures and identify measure goals. These outreach efforts are described in Chapter 1 , section 1.2.2.

3.3.1 Greenhouse Gas Emissions Reduction Summary
If communitywide emissions in the city were to continue to grow unimpeded , the city is anticipated to generate 816,800 MTCO2e in 2030 and 987,800 MTCO2e in 2045. While legislative reductions would further reduce 301,400 MTCO2e per year, the City would still need to reduce annual emissions by 77,100 MTCO2e by 2030 and 400,500 MTCO2e by 2045 to achieve the proposed emissions reduction target s. Table 3.1 presents the summary of communitywide emissions growth with and without emissions reduction strategies and measures identified in this Plan and Figure 3.1 shows the share of emissions reductions from strategies identified in the Plan for 2030.

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Chapter 3 | Emissions Reduction Strategies and Measures Rancho Cordova
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Table 3.1 Greenhouse Gas Emissions Reductions Summary
Emissions Sectors 2030 Emissions
(MTCO2e)
2045 Emissions
(MTCO2e)
BAU Forecast 816,700 987,800
Legislative Reductions 301,400 458,000
Legislative -Adjusted BAU forecast 515,400 529,800
Target Emissions 438,300 129,300
Total Reductions from Strategies and Measures 79,700 307,800 Reductions from On -Road Transportation Measures 54,800 218,200 Reductions from Building Energy Measures 13,600 45,600 Reductions from Off -Road Vehicle and Equipment Measures 1,800 9,500 Reductions from Solid Waste Measures 8,800 32,600
Reductions from Carbon Sequestration Sector Measures 440 1,000 Communitywide Emissions with Strategies and M easures 435,700 222,200 Notes: Numbers are rounded to the nearest thousand; values and totals may not equal the values summed in other tables or figures; MTCO2e = metric tons of carbon dioxide equivalent
Source: Ascent Environmental 2023.

Source: Ascent Environmental 2023.

Figure 3.1 GHG Emissions Reductions from Emissions Reduction Strategies and Measures in 2030 On-road Transportation
Sector
69%
Building Energy Sector
17%
Off-Road Vehicle and
Equipment Sector
Water and Solid Waste
Sectors
11%
Carbon Sequestration Sector
On-road Transportation
Sector
Building Energy Sector
Off-Road Vehicle and
Equipment Sector
Water and Solid Waste
Sectors
Carbon Sequestration
Sector
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Chapter 3 | Emissions Reduction Strategies and Measures Rancho Cordova

3.3.2 Emissions Reduction Strategies and Measures
To close the gap between the legislative -adjusted BAU forecast and the 2030 emission reduction target, the Plan proposes a Strategy Framework consisting of 14 GHG reduction strategies and 34 GHG emission reduction measures, developed based on a combination of factors, including:
 the feasibility of the measure to be implemented by the City;  existing policies, actions, or programs that can be expanded;  proposed policies and plans yet to be ado pted;
 feedback from the community workshop s
The Strategy Framework is developed to achieve the 2030 reduction target and make substantial progress toward the 2045 goal. The City has also identified supporting actions that will assist in achieving each stra tegy’s performance target but were not directly quantified toward meeting the City’s reduction target s. For each strategy , the reduction strategy framework is shown in the form of table s in the sections below . The tables consist of strategies, measures, annual emissions reduced, p ercent of the City’s total reductions , performance targets, and supporting actions . Each term used in the tables is defined here and emissions reduction strategies and measures details are included in Appendix E.
 Strategy : City’s overall approach for reducing GHG emissions from an activity or in a sector.  Measure : Activities the City could perform to implement a strategy; one or more measures are identified for each strategy.
 Supporting Actions : Specific actions that the Cit y could take to successfully implement the strategy and the measures under that strategy.
 Estimated Outcomes : City-prepared estimates of how the implementation of the proposed measures is anticipated to affect GHG emissions levels and the performance of certain activities. The following outcomes are reported for each measure:
 Performance Metric: Change in the activity that proposed measures have the potential to achieve.  GHG Reduction Potential: Estimated decrease per year from the associated measures in the target year.

Emissions are measured in units of metric tons of carbon dioxide equivalent (MTCO2e) per year.  Percent of the City’s Total Reductions: Share of the City’s total annual emissions reduction in the target year.

Figure 3.2 summarizes the outcomes of emissions reduction strategies and measures identified in this Plan. It shows the contribution of each emissions reduction sector in the City’s future emissions in 2030 and 2045 and denotes how much reduction each sector represen ts in terms of fewer gasoline- powered passenger vehicles driven for one year. Figure 3.3 shows the table template used for presenting the strategy framework under each sector.

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Chapter 3 | Emissions Reduction Strategies and Measures Rancho Cordova
Climate Action & Adap ta tion Plan Page 3-5

Note: Emissions reduction numbers are rounded to the nearest thousand.

Source: Appendix E, US Environmental Protection Agency Greenhouse Gas Equivalencies Calculator, 2023. Ascent Environmental, 2022, Figure 3.2 Summary of Potential GHG Emissions Reductions from Measures Identified In This Plan 2030 2045
Getting T o, From,
and Around the City
Using Energy in
Homes and Businesses
Using Equipment for
Landscaping and
Construction
Using Water and
Disposing of Waste at
Homes and Businesses
Planting and
Managing Trees
54,800 MTCO2e
68%
218,200 MTCO2e
13,630 MTCO2e
17% 15%
45,600 MTCO2e
1,830 MTCO2e
2% 3%
9,460 MTCO2e
8,800 MTCO2e
11% 11%
32,600 MTCO2e
440 MTCO2e
1% <1%
1,100 MTCO2e
71%
11,782 fewer
gasoline-powered
passenger vehicles
driven for one year
2,930 fewer
gasoline-powered
passenger vehicles
driven for one year
393 fewer
gasoline-powered
passenger vehicles
driven for one year
1,892 fewer
gasoline-powered
passenger vehicles
driven for one year
95 fewer
gasoline-powered
passenger vehicles
driven for one year
46,913 fewer
gasoline-powered
passenger vehicles
driven for one year
9,804 fewer
gasoline-powered
passenger vehicles
driven for one year
2,034 fewer
gasoline-powered
passenger vehicles
driven for one year
7,009 fewer
gasoline-powered
passenger vehicles
driven for one year
237 fewer
gasoline-powered
passenger vehicles
driven for one year
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Chapter 3 | Emissions Reduction Strategies and Measures Rancho Cordova

Source: Ascent Environmental 2023.

Figure 3.3 How to Read Strategies and Measures

GETTING TO, FROM, AND AROUND THE CITY
(ON -ROAD TRANSPORTATION SECTOR)
The majority of communitywide emissions are from the on -road transportation sector. These emissions are generated by the combustion of fossil fuels (gasoline and diesel) in motor vehicles, and in 2019, this sector accounted for 61 percent of total community GHG emissions. The amount of vehicle miles traveled (VMT) in the city, or the distance of travel by residents and visitors, is the primary factor that determines on -road transportation emissions. VMT in the city is impacted by factors such as accessibility of alternative transportation options (for example, transit) and land use planning. Vehicle fuel efficiency and fuel carbon intensity standards also affect GHG emissions generated by on -road transportation. Legislative reductions from improvements in federal and State vehicle fuel efficiency standards will contribute to reducing transportation emissions by requiring the development of cleaner vehicle fleets. However, the City will have to rely on local actions to reduce the frequency or distance of vehicle travel or reduce the use of internal combustion vehicles b y shifting to alternative modes of transportation ( for example, bicycling, transit) or alternative fuel types (for example, electric vehicles).

Source: City of Rancho Cordova
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Chapter 3 | Emissions Reduction Strategies and Measures Rancho Cordova
Climate Action & Adap ta tion Plan Page 3-7
Strategies and Measures
Because the transportation sector represents the
largest source of community GHG emissions, it
presents the most significant opportunities to achieve
emissions reductions. This section outlines
transportation and land use- related strategies and
measures the City will implement to help meet its
emissions reduction targets. Transportation and land
use measures are organized under five strategies that
will be implemented at the local level in the c ity with the goal of increasing zero -emission or alternative fuel vehicle use, increasing transportation system efficiency for existing and future travel patterns, and increasing the use of alternative travel modes.

Strategy Transportation-1. Support development of
walkable, interconnected neighborhoods, villages,
and districts
Emissions reductions can be achieved by reducing the number of trips by car and encouraging active transportation . Under this strategy, t he City plans to increase pedestrian connectivity between neighborhoods, villages, and districts in the city and develop infrastructure that encourages walking, riding a n electric- powered bike, scooter, or skateboard, or any other way of getting to daily destinations like work, school, recreation, or appointments without using a fossil -fuel motorized vehicle. The four measures provided under this strategy require the community’s support for the successful implementation of this strategy . It would reduce emissions by 6,700 MTCO2e in 2030 and 17,100 MTCO2e in 2045. This is equivalent to removing 1,441 gasoline -powered passenger vehicles in 2030 and 3,677 gasoline -powered passenger vehicles in 2045 (calculated using USEPA GHG Equivalencies Calculator , 2022). Table 3.2 provides the details of the measures, performance metrics, and supporting actions under this strategy to encourage the use of active modes of transportation .

Table 3.2 Strategy Transportation -1
Strategy Transportation -1
Support development of walkable, interconnected neighborhoods, villages, and districts Transportation -1.1: Enforce the City’s Transportation Impact Guidelines, which require developers to include features in their projects that decrease the amount of driving alone and encourage people to make trips by walking, biking, or using public transit (Quantified)
Transportation -1.2: Reduce or eliminate requirements to provide a minimum number of off- street parking spaces in new development projects (Qualitative)
Transportation -1.3: Improve street connectivity, for example , by providing walkways at the ends of existing cul-de-sacs, or requiring walkable street systems in new developments (Qualitative) Transportation -1.4: Limit the number of drive -through businesses (Qualitative) ITEM 11.2.

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Chapter 3 | Emissions Reduction Strategies and Measures Rancho Cordova

Target
Year Performance Metric * Annual GHG Reduction
Potential ( MTCO2e)*
Percent of the City’s
Total Reductions
2030
Total miles driven in a year from new development would decrease by 10% in 2030 (relative to 2030 scenario
without the proposed measures)
6,700 8%
2045
Total miles driven in a year from new development would decrease by 15% in 2045 (relative to 2045 scenario
without the proposed measures)
17,100 6%
Supporting Actions :
a. Increase the density and intensity of residential, commercial, and mixed- use development near public transit . b. To prevent parking spillover, implement permit parking in nearby residential areas and market -rate pricing of public on -street parking.
c. Review City codes/regulations and update as needed to ensure businesses/groups have flexibility to use off- street parking spaces for outdoor activities like outdoor dining and retail. d. Update policies on roadway spacing/street networks in new development. e. Convert existing cul -de-sacs or dead ends to grid streets. f. Develop and implement the recommendations of the City's upcoming Roundabout Feasibility Study. g. Unbundle residential parking costs.
h. Use improved materials and engineering designs to make walking and transit easier. i. Provide educational programs and campaigns to encourage people to walk, bike, and take transit. * The calculations, assumptions, research, and other evidence used to identify measure performance metrics and estimate annual GHG reduction potential are provided in CAAP Appendix E.

Strategy Transportation-2. Make walking and biking safe and attractive for people of all ages and abilities Making active transportation safe and attractive would increase motivation to choose w ays of getting around that do not include using a fossil -fuel motorized vehicle. Emissions reductions can be achieved by refining existing laws, enhancing traffic safety laws, set up car-free zones and time slots in the city. The four measures provided under this strategy require collaboration from local and regional agencies and support from residents. The implementation of this strategy would reduce emissions by 11,500 MTCO2e in 2030 and 12,800 MTCO 2e in 2045. This is equivalent to removing 2,437 gasoline -powered passenger vehicles in 2030 and 2,752 gasoline - powered passenger vehicles in 2045 (calc ulated using USEPA GHG Equivalencies Calculator, 2022). Table 3.3 provides the details of the measures, performance metrics, and supporting actions under this strategy to encourage the use of active modes of transportation .

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Table 3.3 Strategy Transportation -2
Strategy Transportation -2
Make walking and biking safe and attractive for people of all ages and abilities Transportation -2.1: Update Bike and Pedestrian Master Plans to increase the number of low-stress bikeways and walkways that connect homes to destinations (Quantified) Transportation -2.2: Install roundabouts to control traffic at intersections, instead of stop signs or traffic signals (Qualitative)
Transportation -2.3: Provide temporary or permanent car -free zones or “slow streets” in specified areas, for example, individual blocks or residential streets (Qualitative) Transportation -2.4: Install measures to reduce vehicle speeds and calm traffic on city streets (Qualitative) Target
Year Performance Metric * Annual GHG Reduction
Potential ( MTCO2e)*
Percent of the City’s
Total Reductions
2030 Total miles driven in a year from existing (2019)
development would decrease by 6% in 2030 11,500 14%
2045 Total miles driven in a year from existing (2019)
development would decrease by 7.5% in 2045 12,800 4%
Supporting Actions :
a. Increase density and intensity of residential, commercial, and mixed -use development in areas (for example, business park / downtown ) with infrastructure for walking and biking and getting to daily destinations without a private vehicle.
b. Combine sidewalk coverage and biking infrastructure with best practices such as high- visibility crosswalks, pedestrian signals, mid -block crossings, refuge islands, speed tables, bulb -outs (curb extensions), curb ramps, signage, pavement markings, landscaping, and other im provements to pedestrian safety. c. Require new development to provide and/or pay fair -share contributions toward new and/or improved sidewalks.
d. Continue to fund and/or construct sidewalk improvements through the Capital Improvement Program e. Implement new side walk Program in older parts of the city without sidewalks and bikeways currently. f. Develop Green Streets design criteria that incorporate Green infrastructure. g. Update the Bicycle and Pedestrian Master Plans to create an all ages and abilities network including more separated bikeways and shared -use paths.
h. Prepare a city -wide plan identifying locations/streets suitable for conversion to temporary or permanent car - free zones.
i. Update City codes/regulations to provide businesses/groups with flexibility to use streets for events. j. Review/update roadway standards and complete streets policy to incorporate traffic calming measures. k. Encourage the use of cool pavement materials, colors, and/or treatments on roads, sidewalks, and parking lots to encourage the use of alternative modes of transportation l. Implement transit -supportive roadway treatments (for example, signal communication, roadway shelters, curb extensions, rotaries) to optimize traffic flow for transit and personal vehicles m. Improve incident management to quickly detect, respond to, and remove traffic incidents and crashes. * The calculations, assumptions, research, and other evidence used to identify measure performance metrics and estimate annual GHG reduction potential are provided in CAAP Appendix E.

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Strategy Transportation-3. Provide transit options that are accessible, reliable, and convenient Increasing the use of transit options will further
reduce GHG emissions and will provide significant
benefits to quality of life and public health. This
strategy would achieve emissions reductions by
increasing the use of transit. Under this strategy, the City plans to increase transit options and frequency,
enhance transit infrastructure, and provide cost-
efficient and more convenient options for people of
all ages. This strategy consists of four measures and
would reduce emissions by 5,800 MTCO
2e in 2030
and 10,200 MTCO 2e in 2045 . This is equivalent to
removing 1,247 gasoline -powered passenger vehicles
in 2030 and 2,193 gasoline -powered passenger
vehicles in 2045 (calc ulated using USEPA GHG
Equivalencies Calculator, 2022). Table 3.4 provides the details of the measures, performance metrics, and
supporting actions under this strategy to encourage
the use of transit options.

Table 3.4 Strategy Transportation -3
Strategy Transportation -3
Provide transit options that are accessible, reliable, and convenient Transportation -3.1: Increase the frequency of SacRT bus, CordoVan service, and/or light rail service, or extend service to cover new areas or times of day (Quantified)
Transportation -3.2: Implement Transit- Supportive Roadway Treatments (for example, transit signal priority, bus- only signal phases, queue jumps, curb extensions to speed passenger loading, and dedicated bus lanes) (Quantified) Transportation -3.3: Provide discounted or fare -free transit service (could be universal or targeted to specific areas and/or populations, for example, youth under 18) (Quantified) Transportation -3.4: Expand the SmaRT Ride area and convert the shuttles to electric shuttles (Quantified) Target
Year Performance Metric * Annual GHG Reduction
Potential ( MTCO2e)*
Percent of the City’s
Total Reductions
2030 Total miles driven in a year from existing (2019)
development would decrease by 3% in 2030 5,800 7%
2045 Total miles driven in a year from existing (2019)
development would decrease by 6% in 2045 10,200 3%
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Supporting Actions :
a. Collaborate with Sacramento Regional Transit District (SacRT) to provide new or improved transit amenities like seating, sun/rain shelter, route information, and lighting. b. Require new residential development in proximity to transit to provide owners/tenants with free or discounted transit passes.
c. Expand the offerings of SmaRT Ride, Sacramento Regional Transit’s microtransit program, and collaborate with SacRT to convert fossil-fuel powered shuttles to electric shuttles .. d. Evaluate locations of transit stops to improve linkages with the pedestrian and bicycle network. e. Identify barriers and dissuasions to transit use and work with the community and transit district to find solutions.
f. Develop and implement a ridesharing subsidy program for trips to/from transit centers. * The calculations, assumptions, research, and other evidence used to identify measure performance metrics and estimate annual GHG reduction potential are provided in CAAP Appendix E.

Strategy Transportation-4. Reduce drive alone vehicle trips Reducing the number of single -occupancy vehicle
trips and VMT is the most significant way to reduce
on-road emissions. This strategy would achieve GHG
emission reductions by reducing the number of
vehicle trips and VMT. Under this strategy , the City
aims to reduce VMT by implement ing various
programs and plans to provide services,
infrastructure, and incentives for not driving alone
and instead sharing the ride, taking transit, opting for active modes of transportation, or teleworking. For
achieving the target under this strategy, t he City
would also provide relevant information and
incentives to the community. The four measures
provided under this strategy require collaboration
from local and regional agencies, employers,
businesses , and residents. The implementation of this
strategy would reduce emissions by 3,800 MTCO
2e
in 2030 and 6,800 MTCO 2e. in 2045. This is
equivalent to removing 817 gasoline -powered
passenger vehicles in 2030 and 1,462 gasoline -
powered passenger vehicles in 2045 (calc ulated using USEPA GHG Equivalencies Calculator, 2022). Table 3.5 provides the details of the measures, performance metrics, and supporting actions under this strategy to reduce drive-alone vehicle trips .

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Table 3.5 Strategy Transportation -4
Strategy Transportation -4
Reduce drive alone vehicle trips
Transportation -4.1: Implement a Commuter Trip Reduction Program (CTR) in which companies provide employees with services, infrastructure, and incentives for not driving alone to work and instead ridesharing, taking transit, biking, walking, or teleworking (Quantified)
Transportation -4.2: Implement an Electric Vehicle Carshare Program in which vehicles are available for users on -demand for short -term rentals (Qualitative)
Transportation -4.3: Implement a bikeshare/scooter share program in which conventional or electric powered bikes or scooters are available to users on -demand f or short -term rentals (Qualitative) Transportation -4.4: Provide Community- Based Travel Planning (CBTP) to households in the city in which trained travel advisors visit households to provide them with customized information, incentives, and support to encourage use of transportation options other than driving alone (Qualitative) Target
Year Performance Metric * Annual GHG Reduction
Potential (MTCO 2e)*
Percent of the City’s
Total Reductions
2030 Total miles driven in a year from existing (2019)
development would decrease by 2% in 2030 3,800 5%
2045 Total miles driven in a year from existing (2019)
development would decrease by 4% in 2045 6,800 2%
Supporting Actions :
a. Collaborate and coordinate with the 50 Corridor Transportation Management Association (TMA) for the implementation of CTR program and CBTP.
b. Implement, or partner with private company to implement CBTP program. c. Prepare or enhance CTR program for City employees and require (or encourage voluntary) implementation by other employers.
d. Implement, or partner with private sector to implement, a car sharing program. e. Provide facilities like on -street chargers and priority parking for carshare and bikeshare vehicles. Provide discounted membership to employees .
f. Provide EV carshari ng and bike/scooter sharing at all new affordable housing developments. g. Conduct outreach to increase participation in vanpool, carpool, transit programs. h. Encourage the construction of roadway treatments to support electric vehicle car -sharing, for example, dedicated parking
i. Develop infrastructure to expand teleworking options , for example , ensuring sufficient private network bandwidth to accommodate the increase in users’ needing remote access, updated security system in computer s, advanced password security, and a virtual help desk to support Information Technology issues) j. Develop a school pool program to match parents for carpooling k. Operate bike kitchens for free bike repairs, bikes, and helmets l. Price workplace parking for City employees
m. Provide tax-free transportation benefits to City employees for using ridesharing, carpool, vanpool, and taking transit
n. Expand part -time or full -time teleworking options for "telework eligible" City employees * The calculations, assumptions, research, and other evidence used to identify measure performance metrics and estimate annual GHG reduction potential are provided in CAAP Appendix E.

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Strategy Transportation-5. Transition to electric and zero emission vehicles The consumption of gasoline and diesel in internal
combustion engine vehicles produces nearly half of
all GHG emissions in the city. This strategy would
achieve GHG emissions reductions by reducing the
use of gasoline or diesel- powered vehicles and
equipment and transit ioning to electric or zero -
emissions vehicles for residents, and workers.

Increasing EV charging infrastructure to facilita te EV adoption and supporting other low -emission
alternative fuels will significantly reduce GHG
emissions and improve local air quality and public
health. Reductions from this strategy would occur
through City projects and development
requirements, and partnerships with local
businesses, developers, and homeowners. This
strategy includes four measures that would reduce
the communitywide emissions by 27,000 MTCO
2e
in 2030 and 171,300 MTCO2e in 2045. This is equivalent to removing 5,805 gasoline- powered passenger vehicles in 2030 and 36,830 gasoline -powered passenger vehicles in 2045 (calc ulated using USEPA GHG Equivalencies Calculator, 2022). Table 3.6 outlines the framework for this strategy. Additional activiti es that would support this strategy would occur through partnerships with local and regional agencies.

Table 3.6 Strategy Transportation -5
Strategy Transportation -5
Transition to electric and zero emission vehicles
Transportation -5.1: Install EV chargers in new residential, commercial, and industrial projects (Quantified) Transportation -5.2: Install publicly accessible EV chargers on existing private property (Quantified) Transportation -5.3: Install EV chargers on public property (Quantified) Transportation -5.4: Electrify loading docks and/or require idling -reduction systems (Qualitative) Transportation -5.5: Limit new gasoline/diesel fueling stations (Qualitative) Target
Year Performance Metric * Annual GHG Reduction
Potential (MTCO 2e)*
Percent of the City’s
Total Reductions
2030
18% of all vehicle miles traveled would be from electric or other zero emissions vehicles in 2030; 1,500 new public and private EV chargers installed by 2030
27,000 34%
2045 85% of all vehicle miles traveled would be from electric or other zero emissions vehicles in 2045 171,300 56%
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Supporting Actions :
a. Amend City code to require installation of chargers and EV charging ready parking spaces beyond minimum CALGreen requirements.
b. Provide grants to property owners/businesses to install EV chargers. c. Require new or updated Specific Plans, Master Plans, and other City plans to incorporate publicly -accessible EV chargers.
d. Coordinate with the Sacramento Area Plug -in Electric Vehicle Collaborative's Electric Vehicle Readiness and Infrastructure Plan to increase the number of publicly -accessible EV chargers througho ut the city. e. Pursue available funding opportunities for EV charger installation. f. Install publicly -available EV chargers at City facilities , for example, recreation centers and offices, rights -of-way, and SacRT park -and-rides.
g. Amend City code to require electrification of loading docks and idling -reduction (including monitoring) in new development.
h. Adopt an ordinance that bans , avoids, or limits the development of new fast -food drive -throughs and gasoline and diesel fuel stations in certain areas of the city . i. Ensure EV charging stations are encouraged and allowed through land use designations that currently permit gas fueling stations.
j. Develop an incentive program for the purchase of electric bicycles and scooters . k. Encourage school bus electrification.
l. Encourage use of public and multimodal transportation for City employees. m. Encourage City employees to use alternatively fueled vehicles. n. Develop a program to replace the City's gasoline - and diesel -powered fleet vehicles with zero -emissio n vehicles.
* The calculations, assumptions, research, and other evidence used to identify measure performance metrics and estimate annual GHG reduction potential are provided in CAAP Appendix E.

USING ENERGY IN HOMES AND BUSINESSES
(BUILDING ENERGY SECTOR)
Emissions in the energy category are generated through
residential and non- residential electricity and natural gas use.

These sectors accounted for 14 percent and 17 percent of the 2019 communitywide emissions, respectively. With a combined emissions contribution of 31 percent, building energy is the second largest contributor to overall communitywide
emissions. Transitioning away from natural gas -powered heating and appliances and electrifying the building stock will reduce emissions in the city. Legislative reductions from State energy efficiency and renewable energy programs will
contribute to reducing emissions by increasing the amount of utility supplied renewable energy and improving the energy efficie ncy of new buildings.

Source: City of Rancho Cordova
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At the local level, GHG emissions reductions would be achieved by decarbonizing buildings and increasing energy efficiency. GHG reductions would also occur by increasing the amount of renewable energy generated locally while reducing the amount of non -renewable energy consumed. Initiatives directed under the energy category rely on efforts by local utilities, organizations, and agencies, with participation from the community.

Strategies and Measures
Being the second largest source of GHG emissions, the building energy sector has significant potential to achieve emissions reductions in the city. This section outlines measures the City will implement in this secto r to help meet its 2030 emissions reduction targets. The measures are organized under four strategies that will be implemented at the local level in the City with the goal of increasing energy efficiency and electrification of residential and non- residential buildings .

Strategy Energy-1a. Increase energy efficiency and
electrification in existing residential buildings
While State legislative actions provide reductions
related to building energy efficiency, additional
reductions are achievable by adopting local measures.

This strategy aims to reduce emissions by reducing
energy consumed by residential consumers through
increased energy efficiency and electrification of
existing residential buildings . The measure under this strategy would reduce the communitywide emissions
by approximately 9,700 MTCO
2e in 2030. Table 3.7
outlines the framework to increase building energy
efficiency and electrification under this strategy and the supporting actions that provide additional
potential reductions.

Table 3.7 Strategy Energy -1a
Strategy Energy -1a
Increase energy efficiency and electrification in existing residential buil dings Energy-1.1: Retrofit existing residential buildings to improve energy efficiency and reduce natural gas consumption for end uses like space and water heating, clothes drying, cooking (Quantified) Target
Year Performance Metric * Annual GHG Reduction
Potential (MTCO 2e)*
Percent of the City’s
Total Reductions
2030 Existing residential natural gas use is 20% lower in 2030; approximately 4,000 existing homes retrofitted by 2030 9,700 12% 2045 Existing residential natural gas use is 60% lower in 2045; approximately 12,000 existing homes retrofitted by 2045 29,000 9% ITEM 11.2.

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Supporting Actions :
a. Adopt single -family and multifamily residential retrofit requirements to replace fossil fuel -powered space and water heating systems and appliances with electric alternatives, and upgrade other outdated appliances with ENERGY STAR -certified appliances. Upgrade requirements could apply at the point -of-replacement (end of lifecycle or otherwise) or during additions and alterations. b. Implement a Utility User Tax increase of 3% on natural gas to incentivize electrification and generate funding for retrofit proje cts.
c. Provide subsidies for renter- occupied housing owners to limit impacts to renters. d. Collaborate with Sacramento County, PG&E, and SMUD to develop and implement a comprehensive building energy audit and retrofit program to facilitate voluntary residential energy efficiency improvements and electrification. The program should include outreach and education, incentives, and technical assistance. e. Partner with energy agencies to support contractor training and resident education on electric appliances and their installation and maintenance. C reate protections for renters and vulnerable community members. * The calculations, assumptions, research, and other evidence used to identify measure performance metrics and estimate annual GHG reduction potential are provided in CAAP Appendix E.

Strategy Energy-1b. Increase energy efficiency and electrification in existing nonresidential buildings This strategy aims to reduce emissions by reducing energy consumed by nonresidential consumers through increased energy efficiency and electrification of existing nonresidential buildings. The measure under this strategy wo uld reduce communitywide emissions by approximately 2,100 MTCO2e in 2030. Table 3.8 outlines the framework to increase building energy efficiency and electrification under this strategy and the supporting actions that provide additional potential reduction s.

Table 3.8 Strategy Energy -1b
Strategy Energy -1b
Increase energy efficiency and electrification in existing nonresidential buildings Energy-1.2: Retrofit existing nonresidential buildings to improve energy efficiency and reduce natural gas consumption for end uses like space and water heating, clothes drying, cooking (Quantified) Target
Year Performance Metric * Annual GHG Reduction
Potential (MTCO 2e)*
Percent of the City’s
Total Reductions
2030
Existing nonresidential natural gas use is 10% lower in 2030; 10% of existing nonresidential building area
retrofitted by 2030
2,100 3%
2045
Existing nonresidential natural gas use is 48% lower in 2045; 48% of existing nonresidential building area
retrofitted by 2045
10,000 3%
Supporting Actions :
a. Adopt nonresidential retrofit requirements to require California Green Building Standards Code (CALGreen) Tier 1 energy efficiency compliance and electric space and water heating appliances for large retrofits. Work with SMUD and other regional energy partners to develop rebates or other incentives for electrification retrofits , for example , panel upgrades, heat pumps.

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b. Implement a Utility User Tax increase of 3% on natural gas to incentivize elec trification and generate funding for retrofit projects.
c. Collaborate with Sacramento County, PG&E, and SMUD to develop and implement a comprehensive building energy audit and retrofit program to enable energy conservation and gas -to-electric conversions in nonresidential buildings for space and water heating.
d. Provide education and technical and financial assistance. e. Enforce California's Building Energy Benchmarking Program, which requires commercial and multi -family buildings over 50,000 sq ft gross floor a rea to benchmark and disclose energy usage data to the California Energy Commission each year.
f. Partner with regional energy organizations to support the use of clean hydrogen, renewable natural gas, and other clean alternative fuels for existing industria l uses where electrification is infeasible. g. Provide training on the EPA's free online tool, ENERGY STAR Portfolio Manager. h. Transition to cleaner energy choice for government owned buildings i. Ensure the purchase of energy efficient electric appliances * The calculations, assumptions, research, and other evidence used to identify measure performance metrics and estimate annual GHG reduction potential are provided in CAAP Appendix E.

Strategy Energy-2a. Increase energy efficiency and electrification in new residential buildings While most of the city’s building energy-related GHG emissions in the future will be generated by existing buildings (buildings that are already built today), the new development will contribute to GHG emissions. Improving the energy efficiency of new buildings, increasing renewable energy installations, and maximizing all-electric development will reduce emissions associated with new development. This strategy aims to reduce emissions by reducing energy consumed by new residential buildings. The measure under this strategy would reduce the communitywide emissions by approximately 1,400 MTCO
2e in 2030. Table 3.9 outlines the framework to increase building energy efficiency and electrification under this strategy and the supporting actions that provide additional potential reductions.

Table 3.9 Strategy Energy -2a
Strategy Energy -2a
Increase energy efficiency and electrification in new residential buildings Energy-2.1: Require new residential development to be all -electric, zero net energy (ZNE) buildings (where the amount of energy used in a year equals the amount of energy generated on the site) (Quantified) Target
Year Performance Metric * Annual GHG Reduction
Potential (MTCO 2e)*
Percent of the City’s
Total Reductions
2030
Beginning in 2026, all new housing is all -electric
1,400 2%
2045 5,100 2%
Supporting Actions :
a. Adopt a reach code requiring all new single -family and low -rise and mid -rise multi -family development to be all-electric, Z ero Net Energy buildings (buildings where grid electricity consumption is less than or equal to on - site renewable energy generation).

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b. Partner with regional green building associations and contractors to strengthen education and awareness to assist developers in building all -electric development. c. Work with partners to develop a regional program that encourages the use of building materials that store carbon, such as wood or lower carbon alternatives such as use of wood siding instead of viny l. * The calculations, assumptions, research, and other evidence used to identify measure performance metrics and estimate annual GHG reduction potential are provided in CAAP Appendix E.

Strategy Energy-2b. Increase energy efficiency and electrification in new nonresidential buildings This strategy aims to reduce emissions by reducing energy consumed through increased energy efficiency and electrification of new nonresidential buildings. The measure under this strategy would reduce the communitywide emissions by approximately 430 MTCO2e in 2030. Table 3.10 outlines the framework to increase building energy efficiency and electrification under this strategy and the supporting actions that provide additional potential reductions.

Table 3.10 Strategy Energy -2b
Energy-2b
Increase energy efficiency and electrification in new nonresidential buildings Energy-2.2: Require new nonresidential development to achieve energy efficiency above minimum State building code requirements (CAL Green Tier 2) (Quantified)
Target
Year Performance Metric * Annual GHG Reduction
Potential (MTCO 2e)*
Percent of the City’s
Total Reductions
2030 Beginning in 2026, all new nonresidential development is 30% more energy efficient than the minimum efficiency
required by the State building code
430 <1%
2045 1500 1%
Supporting Actions :
a. Adopt a reach code requiring all new residential and nonresidential buildings to be more energy efficient than minimum requirements under the State's Title 24 Standards. b. Facilitate guidance and training for developers to promote all -electric construction. c. Work with partners to develop a regional program that encourages the use of building materials that store carbon, such as wood and carbon -intensive concrete.
d. Ensure that new government owned buildings are all electri c. * The calculations, assumptions, research, and other evidence used to identify measure performance metrics and estimate annual GHG reduction potential are provided in CAAP Appendix E.

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USING EQUIPMENT FOR LANDSCAPING AND CONSTRUCTION
(OFF -ROAD VEHICLE AND EQUIPMENT SECTOR)
The operation of off- road vehicles and equipment,
such as construction vehicles and landscaping
equipment, generates GHG emissions through the
combustion of fossil fuels, primarily diesel. These
sources accounted for approximately 2 percent of
emissions in the city in 2019. Without local efforts
to reduce GHG emissions from this sector,
emissions are expected to rise nearly 34 percent
by 2030. Historically, reducing GHG emissions
from the off- road vehicles and equipment sector
has been challenging. However, with technological improvements and new State objectives in recent years, emissions reduction s from this sector have become more feasible. The City can implement actions that will effectively reduce emissions from off -road vehicles and equipment to help meet its GHG reduction targets.

Strategies and Measures
As other sectors in the city are decarbonized in the future, the off -road vehicles and equipment sector will become an increasingly important focus for local emissions reductions. Off- road vehicles a nd equipment measures are organized under two strategies that
focus on transitioning fossil fuel -powered
construction and landscaping equipment to electric
and other low-carbon alternatives for reducing GHG
emissions.

Strategy Offroad-1. Transition to electric and zero
emissions technologies for landscaping equipment
Reducing GHG emissions from landscaping equipment
is challenging. To meet the 2030 target, the City
would need to go beyond State laws. Under this
strategy, the City would target the electrification of
existing and new landscaping equipment or the use of
other zero-emission alternatives. The measure under
this strategy would reduce communitywide emissions
by approximately 130 MTCO2e in 2030. Table 3.11
outlines the framework to decrease GHG emissions
under this strategy.

Source: City of Rancho Cordova
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