Rancho Cordova City Council
September 18, 2023

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3.3 AIR QUALITY

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
III. Air Quality.

Where available, the significance criteria established by the applicable air quality management district or air pollution control district may be relied on to make the following determinations.

Are significance criteria established by the applicable air district available to rely on for significance
determinations?
Yes No
Would the project:
a) Conflict with or obstruct implementation of the
applicable air quality plan?
b) Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is
non-attainment under an applicable federal or state
ambient air quality standard?
c) Expose sensitive receptors to substantial pollutant
concentrations?
d) Result in other emissions (such as those leading to
odors) adversely affecting a substantial number of
people?

3.3.1 Environmental Setting
The City is in the Sacramento Valley Air Basin (SVAB), which includes all of Sacramento County and is under the jurisdiction of the Sacramento Metropolitan Air Quality Management District (SMAQMD). Regional and local air quality in the SVAB is affected by topography, dominant airflows, location, and season. The SVAB is bounded by the coastal ranges to the west and the Sierra Nevada to the east. Additionally, SVAB lies to the east of San Francisco Bay Area Air Basin and to the north of the San Joaquin Valley Air Basin. Considerable transport of pollutants occurs between these air basins, so that air quality in the city is partially determined by the release of pollutants elsewhere.

The region is characterized by warm dry summers and mild winters. The prevailing wind direction is southwesterly, which is the wind direction when marine breezes flow through the Carquinez Strait. Marine breezes dominate during the spring and summer months and vary in strength. During fall and winter, when the sea breeze diminishes, northerly winds occur more frequently, but southwesterly winds still predominate. Pollutants generated in the city affect air quality in areas to the north and east. (City of Rancho Cordova 2006a).

CRITERIA AIR POLLUTANTS
Concentrations of criteria air pollutants (the most prevalent air pollutants known to be harmful to human health) are used to indicate the quality of the ambient air. Criteria air pollutants include ozone, carbon monoxide (CO), nitrogen dioxide (NO2), sulfur dioxide (SO2), respirable and fine particulate matter (PM10 and PM2.5), and lead. The sources of criteria air pollutants and their respective acute and chronic health impacts are described in Table 3.3-1.

ITEM 10.1. ATTACHMENT 3

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Table 3.3-1 Sources and Health Effects of Criteria Air Pollutants Pollutant Sources Acute1 Health Effects Chronic2 Health Effects Ozone secondary pollutant resulting from reaction of
ROG and NOX in presence of sunlight. ROG
emissions result from incomplete combustion
and evaporation of chemical solvents and fuels;
NOX results from the combustion of fuels
increased respiration and pulmonary
resistance; cough, pain, shortness of
breath, lung inflammation
permeability of respiratory
epithelia, possibility of
permanent lung impairment
Carbon monoxide
(CO)
incomplete combustion of fuels; motor vehicle
exhaust
headache, dizziness, fatigue, nausea,
vomiting, death
permanent heart and brain
damage
Nitrogen dioxide
(NO2)
combustion devices; e.g., boilers, gas turbines,
and mobile and stationary reciprocating internal
combustion engines
coughing, difficulty breathing, vomiting,
headache, eye irritation, chemical
pneumonitis or pulmonary edema;
breathing abnormalities, cough,
cyanosis, chest pain, rapid heartbeat,
death
chronic bronchitis, decreased
lung function
Sulfur dioxide (SO2) coal and oil combustion, steel mills, refineries, and pulp and paper mills
irritation of upper respiratory tract,
increased asthma symptoms
insufficient evidence linking
SO2 exposure to chronic
health impacts
Respirable
particulate matter
(PM10), Fine
particulate matter
(PM2.5)
fugitive dust, soot, smoke, mobile and stationary
sources, construction, fires and natural
windblown dust, and formation in the
atmosphere by condensation and/or
transformation of SO2 and ROG
breathing and respiratory symptoms,
aggravation of existing respiratory and
cardiovascular diseases, premature
death
alterations to the immune
system, carcinogenesis
Lead metal processing reproductive/ developmental effects (fetuses and children)
numerous effects including
neurological, endocrine, and
cardiovascular effects

1. “Acute” refers to effects of short-term exposures to criteria air pollutants, usually at fairly high concentrations. 2 “Chronic” refers to effects of long-term exposures to criteria air pollutants, usually at lower, ambient concentrations.

Notes: NOX = oxides of nitrogen; ROG = reactive organic gases.

Source: EPA 2022a.

TOXIC AIR CONTAMINANTS
According to the U.S. Environmental Protection Agency, diesel particulate matter (PM) contains complex mixture of microscopic solids and liquids comprised of various substances that can pose a risk to human health when inhaled (EPA 2022b). Although diesel PM is emitted by diesel-fueled internal combustion engines, the composition of the emissions varies depending on engine type, operating conditions, fuel composition, lubricating oil, and whether an emissions control system is being used. In addition to diesel PM, the TACs for which data are available that pose the greatest existing ambient risk in California are benzene, 1,3-butadiene, acetaldehyde, carbon tetrachloride, hexavalent chromium, para-dichlorobenzene, formaldehyde, methylene chloride, and perchloroethylene.

ODORS
Odors are generally regarded as an annoyance rather than a health hazard. However, manifestations of a person’s reaction to foul odors can range from psychological (e.g., irritation, anger, or anxiety) to physiological (e.g., circulatory and respiratory effects, nausea, vomiting, and headache). Odor sources of concern include wastewater treatment plants, landfill and composting facilities, petroleum refineries, chemical manufacturing plants, painting/coating operations, marijuana cultivation, coffee roasters, and food processing facilities.

ITEM 10.1. ATTACHMENT 3

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SENSITIVE RECEPTORS
Sensitive receptors are generally considered to include those land uses where exposure to pollutants could result in health-related risks to sensitive individuals, such as children or the elderly. Residential dwellings, schools, hospitals, playgrounds, and similar facilities are of primary concern because of the presence of individuals particularly sensitive to pollutants and/or the potential for increased and prolonged exposure of individuals to pollutants. Individuals who are especially sensitive to pollutants are dispersed throughout the city.

FEDERAL AND STATE AIR QUALITY PLANNING
The U.S. Environmental Protection Agency (EPA) has been charged with implementing national air quality programs.

EPA’s air quality mandates are drawn primarily from the federal Clean Air Act (CAA), which was enacted in 1970 and most recently amended by Congress in 1990. The CAA required EPA to establish the National Ambient Air Quality Standards (NAAQS) for the following criteria air pollutants: ozone, CO, NO2, SO2, PM10, PM2.5, and lead. CAA also requires each State to prepare a State implementation plan (SIP) for attaining and maintaining the NAAQS. The federal Clean Air Act Amendments of 1990 (CAAA) added requirements for States with nonattainment areas to revise their SIPs to incorporate additional control measures to reduce air pollution. Individual SIPs are modified periodically to reflect the latest emissions inventories, planning documents, and rules and regulations of the air basins as reported by their jurisdictional agencies.

The California Air Resources Board (CARB) is the agency responsible for coordination and oversight of State and local air pollution control programs in California and for implementing the California Clean Air Act (CCAA). The CCAA, which was adopted in 1988, required CARB to establish its own California Ambient Air Quality Standards (CAAQS). CARB has established CAAQS for sulfates, hydrogen sulfide, vinyl chloride, visibility-reducing particulate matter, and the abovementioned criteria air pollutants. In most cases the CAAQS are more stringent than the NAAQS.

Sacramento County is currently designated as nonattainment for ozone and PM 2.5 with respect to the NAAQS and for ozone and PM10 with respect to the CAAQS (EPA 2023, CARB 2022).

The California Department of Resources Recycling and Recovery (CalRecycle) regulates solid waste disposal and composting facilities. All compostable material handling facilities and operations are required to comply with the State minimum standards set forth in California Code of Regulations (CCR) Title 14, Division 7, Chapter 3.1, Articles 5, 6, 7, 8, and 9. An odor impact minimization plan (OIMP) is required for facilities and operations as specified in 14 CCR section 17863.4. The CalRecycle minimum standard (14 CCR section 17867(a)(2)) for odor requires that “All handling activities shall be conducted in a manner that minimizes vectors, odor impacts, litter, hazards, nuisances, and noise impacts; and minimizes human contact with, inhalation, ingestion, and transportation of dust, particulates, and pathogenic organisms.”

SACRAMENTO METROPOLITAN AIR QUALITY MANAGEMENT DISTRICT The Sacramento Metropolitan Air Quality Management District (SMAQMD) is the local agency responsible for air quality planning in Sacramento County. SMAQMD develops and implements an air quality plan for attaining the NAAQS and CAAQS. The most recent air quality plan is the 2017 Sacramento Regional 2008 NAAQS 8-Hour Ozone Attainment and Reasonable Further Progress Plan (Sacramento Ozone Plan) that was last updated and approved by CARB in 2018. There are currently no plans established for achieving the NAAQS for PM2.5 or the CAAQS for PM10.

SMAQMD develops regulations and emission reduction programs to control emissions of criteria air pollutants, ozone precursors (oxides of nitrogen [NOX] and reactive organic gases [ROG]), TACs, and odors within its jurisdiction.

SMAQMD’s Guide to Air Quality Assessment in Sacramento County (CEQA Guide), provides guidance to lead agencies preparing air quality impact analyses in CEQA documents (SMAQMD 2020). The CEQA Guide includes SMAQMDrecommended thresholds of significance for evaluation of air quality impacts of projects in Sacramento County, including significance criteria that are tied to achieving or maintaining the attainment of the NAAQS and CAAQS. For the purposes of this analysis, the following thresholds of significance, which are based on SMAQMD-recommended ITEM 10.1. ATTACHMENT 3

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thresholds, are used to determine whether project-generated emissions would result in impacts to air quality that result in adverse effects to human health. These significance thresholds are also consistent with the checklist questions about air quality in Appendix G of the CEQA Guidelines.

Air quality impacts would be significant if the project would:
 result in construction-generated emissions of NOX exceeding 85 pounds per day (lb/day), PM10 exceeding 80 lb/day or 14.6 tons/year, or PM2.5 exceeding 82 lb/day or 15 tons/year;  result in operational emissions of ROG exceeding 65 lb/day, NOX exceeding 65 lb/day, PM10 exceeding 80 lb/day or 14.6 tons/year, or PM2.5 exceeding 82 lb/day or 15 tons/year;  emit levels of CO that would violate or contribute substantially to concentrations that exceed the 1-hour CAAQS of 20 parts per million (ppm) or the 8-hour CAAQS of 9 ppm during construction and operations;  expose any off-site sensitive receptor to a substantial incremental increase in TAC emissions greater than 10 in one million for carcinogenic risk (i.e., the risk of contracting cancer) and/or a noncarcinogenic hazard index of 1.0 or greater; or
 create objectional odors affecting a substantial number of people.

In addition to these thresholds, all SMAQMD-recommended Best Management Practices (BMPs) and use of Best Available Control Technology (BACT) will be implemented to minimize emissions of PM10 and PM2.5. Without the application of BMPs and BACT, the threshold for allowable PM10 and PM2.5 emissions during construction and operations is zero pounds per day.

3.3.2 Discussion
a) Conflict with or obstruct implementation of the applicable air quality plan? b) Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment under an applicable federal or state ambient air quality standard?
Less than significant. The applicable air quality plan for the City is the Sacramento Ozone Plan. The Sacramento Ozone Plan addresses attainment of the 8-hour NAAQS for ozone (CARB 2017). A project in the SVAB has the potential to conflict with the Sacramento Ozone Plan if the level of ozone precursor emissions associated with the project would be greater than that which was accounted for in the Sacramento Ozone Plan. Regional emission inventories in the Sacramento Ozone Plan are developed based on anticipated growth in population, housing, vehicle miles traveled (VMT), and other parameters, which are based on the zoning designations of local general plans. The analysis below focuses on whether implementation of the CAAP would increase population, employment, or VMT, above planned levels, as well as potentially result in exceedances of applicable thresholds for construction and operational emissions (see above).

Construction
Measures included as part of the CAAP that would result in the construction of new EV charging stations, public transportation-based access routes, building efficiency retrofits, roundabouts, bicycle infrastructure, and new rooftop and canopy-cover solar panels, (Transportation-1.1, -1.3, -2.1, -2.2, -3.4, -5.1, and Energy -1.1,-1.2) 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 greater Sacramento region and permanent, substantial relocation of workers would not be required. Therefore, implementation of these measures would not result in substantial population growth, employment growth, or increase in VMT.

Implementation of the above measures, as well as other measures which would require construction activities for their implementation, would generate emissions of ROG, NOX, PM10, and PM2.5 associated with off-road equipment use (i.e. excavators, front loaders, pavers, dump trucks, cranes, and backhoes), material and equipment delivery trips, ITEM 10.1. ATTACHMENT 3

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worker commute trips, and other miscellaneous activities. Fugitive dust emissions of PM10 and PM2.5 would be associated primarily with site preparation and would vary as a function of soil silt content, soil moisture, wind speed, and acreage of disturbance. PM10 and PM2.5 are also contained in exhaust from off-road equipment and on-road vehicles. Emissions of ozone precursors, ROG and NOX, would be associated primarily with construction equipment, such as those listed above, and on-road mobile exhaust from worker commutes and hauling and delivery trips. The application of architectural coatings would result in off-gas emissions of ROG. Construction activities would likely be relatively small in scale, occur intermittently and last for only short periods of time, as the CAAP does not propose the construction of large-scale land use development projects. Therefore, emissions from construction activities would not be concentrated in one area for an extended period of time, but rather occur intermittently across a large area.

Additionally, Measure Off Road-1.2 would increase the electrification and use of alternative fuels, while Measure Off Road-2.2 would reduce construction vehicle idling time, further reducing construction related emissions. Due to the non-intensive, sporadic, and widespread nature of these construction activities, emissions of criteria air pollutants would likely not occur in concentrations which would exceed SMAQMD thresholds and would therefore be consistent with the goals of the Sacramento Ozone Plan.

Operations
Implementation of the CAAP would not induce population growth directly or indirectly, because the CAAP does not propose new housing, nor do they propose changes to policies or regulations related to land use or residential zoning.

Rather, the CAAP is intended to reduce GHG emissions generated within the City by implementing numerous transportation-, water-, waste-, and energy-related measures. For example, the implementation of the CAAP would encourage the use of alternatively fueled vehicles through measures such as Transportation-5.2 which would involve the installation of publicly accessible EV chargers on private property. This would reduce overall gasoline and fuel consumption, therefore reducing emissions related to fossil fuel combustion. Other transportation-related measures such as Transportation-1.3 would reduce VMT in the City by improving street connectivity. Reducing VMT would reduce the emission of air pollutants be decreasing the consumption of fossil fuel in vehicles. Energy-related measures such as Energy-2.2 would reduce GHG emissions by requiring all new nonresidential development to achieve energy efficiency above minimum State building code requirements. While these reduction measures were formulated to reduce GHGs, they would also improve overall air quality by reducing the emission of criteria air pollutants. A higher proportion of buildings powered by all-electric systems (i.e., no natural gas plumbing) due to implementation of measure Energy-2.2 would reduce natural gas combustion at residential and commercial land uses within the Plan Area, which would also reduce local criteria air pollution. The effects associated with the reduction of air pollutant emissions in the Plan Area and SVAB would be largely beneficial and would, by nature, reduce the concentration of air pollutants. Therefore, operational activities under implementation of the CAAP would not result in the exceedance of SMAQMD thresholds and would be considered consistent with the goals of the Sacramento Ozone Plan.

Impact Summary
Air pollutant emissions resulting from construction activities associated with the implementation of the CAAP would likely be relatively small in scale, occur intermittently and last for only short periods of time and would therefore not exceed SMAQMD thresholds. Similarly, operational air pollutant emissions from CAAP implementation would likely result in a net decrease in criteria air pollutants and would therefore not result in emissions of criteria air pollutants which would exceed SMAQMD thresholds. Overall, the operational air quality benefits resulting from implementation of the CAAP, including reductions in gasoline fuel consumption due to increased use of zero emission vehicles and measures to reduce the rate of VMT and reduce consumption of natural gas within residential and commercial buildings would likely outweigh the contribution of pollutants from construction activities. For these reasons, construction and operation of the CAAP would not result in exceedances of the applicable local emissions thresholds and would therefore be consistent with the Sacramento Ozone Plan. This impact would be less than significant. No mitigation is required. c) Expose sensitive receptors to substantial pollutant concentrations? Less than significant. Provided below are analysis CO emissions, criteria air pollutant emissions, and TAC emissions.

ITEM 10.1. ATTACHMENT 3

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Carbon Monoxide
The single largest source of CO within the City is motor vehicle engines. CO concentrations near roadways are a direct function of vehicle idling time and, thus, traffic flow conditions. The CAAP does not include new or modified land use designations that would increase traffic or have the potential to result in CO hotspots. The CAAP does not induce or otherwise result in any residential development that would result in regional population increases. The goal of the CAAP is to reduce GHG emissions in the Plan Area, including from passenger vehicles by measures that would increase the use of zero emission vehicles and decrease the rate of VMT, that would also have the co-benefit of reducing air pollutant emissions. Although there would be a temporary increase in vehicle trips related to construction worker commute and equipment delivery, implementation of the CAAP would not result in substantial long- or short-term vehicle trip generation at levels that would exceed the CAAQS for CO. Rather, the CAAP would include the implementation of measures (Transportation-1.1, -3.1, -3.4, -4.2, and -4.3) which would collectively reduce CO emissions resulting from vehicle trips by encouraging the use of alternatively fueled vehicles, increasing access to public transportation, and encouraging the use of alternative transportation such as biking. Measure Transportation2.2 would reduce pollutant concentrations associated with vehicle idling by implementing roundabouts to control traffic at intersections, rather than the use of stop signs or traffic lights. Therefore, the CAAP would not create or contribute to a CO hotspot.

Criteria Air Pollutants
For the purposes of this analysis, the CAAP would not result in a significant localized and/or regional air quality impact such that human health would be adversely affected if it would cause construction-generated or operational criteria air pollutant or precursor emissions to exceed SMAQMD thresholds (see above under Criterion [a]).

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 identified in the CAAP have the potential to directly or indirectly emit air pollutants. Emissions of PM10, PM2.5, NOx, SOX, CO, and VOCs would result from the use of construction equipment, construction worker vehicle trips, and truck hauling trips. Emissions of fugitive dust (PM10 and PM2.5) are largely associated with ground-disturbing activities, such as site preparation.

GHG reduction measures that 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 Carbon Storage-1.1), would not involve substantial numbers of workers, ground disturbance, or extensive use of construction equipment. Occasional maintenance activities for these facilities and operational vehicle trips would be minimal; thus, associated operational criteria air pollutant emissions would also be minimal.

Measure Carbon Storage-1.1, mentioned above, would involve planting additional trees throughout the city. Tree planting is known to act as a filter for air pollution. While this would not prevent emissions from occurring, it would aid in removing them from the air.

Measures Solid Waste-1.1 and -1.2, which increase the recovery of edible food waste and eliminate the disposal of organic waste in landfills, respectively, 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 substantial net increase in the number of haul truck trips and associated criteria air pollutant emissions within the Plan Area would not be anticipated.

Implementation of the other GHG reduction measures in the CAAP would not involve short- or long-term physical changes that could result in criteria air pollutant emissions. Additionally, the CAAP includes several GHG reduction measures that would also reduce the emission of air pollutants by reducing VMT such as implementing an intra-city shuttle system (Transportation-3.4), increasing transit ridership (Transportation-3.3), and limiting the number of drivethrough businesses (Transportation-1.4). Therefore, implementation of the CAAP would not be expected to result in construction-phase or operational air pollutant emissions in exceedance of SMAQMD thresholds and would minimize the potential for exposing receptors to unhealthy concentrations of criteria air pollutants.

ITEM 10.1. ATTACHMENT 3

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Toxic Air Contaminants
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 that would be implemented with CAAP adoption have the potential to directly or indirectly emit TACs. The CAAP does not propose any stationary sources of TAC pollution and therefore diesel PM is the primary TAC of concern. CAAP measures would result in short-term diesel exhaust emissions from construction equipment and heavy-duty trips during construction. Diesel PM dissipates rapidly from the source, and exposure concentrations would decline with distance from construction activities (Zhu et al. 2002). The dose to which receptors are exposed is the primary factor used to determine health risk (i.e., potential exposure to TAC emission levels that exceed applicable standards). Dose is a function of the concentration of a substance or substances in the environment and the duration of exposure to the substance. Dose is positively correlated with time, meaning that a longer exposure period would result in a higher exposure level for the maximally exposed individual. According to the Office of Environmental Health Hazard Assessment, health risk assessments, which determine the exposure of sensitive receptors to TAC emissions, should be based on a 70- or 30-year exposure period. However, such assessments should be limited to the period/duration of activities that generate TAC emissions (OEHHA 2015).

CAAP GHG reduction measures that 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 Carbon Storage-1.1) could result in diesel PM emissions from the use of construction equipment and from the use of haul trucks to deliver materials. These types of construction activities would occur in residential and commercial areas, which include sensitive receptors such as residences, schools, playgrounds and hospitals. However, these activities would involve minimal use of heavy-duty diesel equipment and thus, diesel PM emissions would be minimal and temporary as well. Furthermore, the planting of trees (Carbon Storage-1.1) is known to filter pollutants in the air and would thus aid in removing emissions from construction activities as well as operational activities. It is unlikely that construction of such projects involving use of heavy-duty diesel equipment or vehicles would last for longer than one year, which is a short exposure period relative to the 30- or 70-year exposure timeframe recommended for health risk assessments.

Impact Summary
The CAAP would not create or change land use designations that would increase the number of vehicle trips or have the potential to result in CO hotspots. Additionally, the CAAP includes several GHG reduction measures (Transportation-1.1, -3.1, -1.4, -3.4, -4.2, and -4.3) that would reduce VMT such as implementing an intra-city shuttle system, increasing transit ridership, and limiting the number of drive-through businesses. Although there would be a temporary increase in vehicle trips related to construction worker commute and equipment delivery, the CAAP would not result in substantial long- or short-term vehicle trip generation at levels that could cause unhealthy concentrations of CO on nearby roadways. This impact regarding CO emissions would be less than significant.

GHG reduction measures that would result in new EV charging stations, roundabouts, bicycle infrastructure, new rooftop and canopy-cover solar panels, and tree planting, would result in minor criteria air pollutant and TAC emissions during construction and beneficial long-term air quality impacts. It is unlikely that these types of activities would be of the size, intensity, or duration to exceed SMAQMD thresholds of significance or to emit substantial TAC concentrations. SMAQMD recommends these thresholds in consideration of achieving attainment for the NAAQS and CAAQS, which represent concentration limits of criteria air pollutants needed to adequately protect human health. Therefore, these measures would not contribute to the exceedance of the NAAQS or CAAQS in the SVAB nor result in greater acute or chronic health impacts compared to existing conditions.

Measures Solid Waste-1.1 and -1.2, described above, could result in new haul truck routes or additional haul truck traffic in some areas, which may subject sensitive receptors to new or increased diesel PM emissions. However, these trips would likely be infrequent and would not involve the trucks idling for extended periods of time near sensitive receptors. Thus, increases in mobile-related TAC emissions would not result in substantial TAC exposure to any single receptor. Therefore, the CAAP would not expose receptors to substantial pollutant concentrations. This impact would be less than significant. No mitigation is required.

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d) Result in other emissions (such as those leading to odors) adversely affecting a substantial number of people?
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, implementation of some GHG reduction measures would result in temporary emissions of odors from construction activities such as asphalt paving and use of dieselpowered construction vehicles and equipment.

GHG reduction measures that 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 Carbon Storage-1.1), would result in odorous emissions from construction equipment. For example, Measure Transportation-2.2, which involves the implementation of roundabouts, would result in asphalt paving. Measure Transportation-2.1 would result in the implementation of the City’s Bicycle Master Plan to increase the number and quality of walkways and bikeways. which could involve asphalt paving. Although locations for some of these improvements have not been identified, these types of activities would generally occur in populated residential and commercial areas. However, these activities would occur sporadically and independent of one another across a large area and would involve minimal use of heavy-duty diesel equipment and thus, diesel PM emissions would be minimal, temporary, and each individual occurrence of construction activity would be highly localized.

Furthermore, these emissions would be temporary, short-term, and intermittent in nature and would cease upon completion of construction. Because odors would be temporary and would disperse rapidly with distance from source, construction-generated odors would not adversely affect a substantial number of people.

Measures Solid Waste-1.1 and -1.2, which increase the recovery of edible food waste and eliminate the disposal of organic waste in landfills, respectively, would generate odors through the anaerobic decomposition of composted waste that the City would divert from landfills and through increased haul truck trips to composting facilities.

Compostable materials handling operations and facilities that would receive increased volumes of compostable waste from the Plan Area under implementation of Measures Solid Waste-1.1 and -1.2 are regulated by CalRecycle (e.g. landfill, composting, etc.) and required by State regulation (Title 14, California Code of Regulations, Section 17863.4) to have OIMPs in place to prevent odors from occurring and to identify the measures that should be taken if odors do occur. The hauling of increase volumes of compostable waste to facilities via truck would result in some odors associated with diesel exhaust but would not adversely affect substantial numbers of people.

Construction activities associated with implementation of the CAAP would result in temporary generation of odorous emissions. The specific locations and emissions of possible future projects implemented under the CAAP are not known at this time. Therefore, the precise odor impacts cannot be identified at this time. Factors necessary to identify specific impacts include location, operational characteristics, frequency and duration, and the location of sensitive receptors. However, given the temporary and intermittent nature of the impacts, and dissipation of odor, construction odor impacts would be less than significant. Measures Solid Waste-1.1 and -1.2, described above, would result in increased odors from the anaerobic decomposition of composted waste and haul truck trips to composting facilities. These impacts would be avoided through implementation of an OIMP, as required by State regulation.

Therefore, the CAAP would not result in other emissions (such as those leading to odors) adversely affecting a substantial number of people. This impact would be less than significant, and no mitigation is required.

ITEM 10.1. ATTACHMENT 3

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3.4 BIOLOGICAL RESOURCES

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
IV. Biological Resources.

Would the project:
a) Have a substantial adverse effect, either directly or through habitat modifications, on any species
identified as a candidate, sensitive, or special-status species in local or regional plans, policies, or
regulations, or by the California Department of Fish
and Wildlife or the U.S. Fish and Wildlife Service?
b) Have a substantial adverse effect on any riparian
habitat or other sensitive natural community
identified in local or regional plans, policies, or
regulations or by the California Department of Fish
and Wildlife or the U.S. Fish and Wildlife Service?
c) Have a substantial adverse effect on state or federally protected wetlands (including, but not limited to,
marsh, vernal pool, coastal, etc.) through direct
removal, filling, hydrological interruption, or other
means?
d) Interfere substantially with the movement of any
native resident or migratory fish or wildlife species or with established native resident or migratory wildlife
corridors, or impede the use of native wildlife nursery sites?
e) Conflict with any local policies or ordinances
protecting biological resources, such as a tree
preservation policy or ordinance?
f) Conflict with the provisions of an adopted Habitat
Conservation Plan, Natural Community Conservation
Plan, or other approved local, regional, or state
habitat conservation plan?

3.4.1 Environmental Setting
Land cover within the Plan Area is comprised of developed land, vegetation communities, and riparian and wetland communities. Developed land makes up the urban core of the Plan Area and is comprised of nonnative and ornamental vegetation. Vegetation communities occur in the eastern and southern portions of the Plan Area and primarily consist of pasture grassland and mixed riparian woodland. Riparian and wetland vegetation communities occur along water bodies within the Plan Area. Wetlands include areas where emergent vegetation is present within the drainage, as well as active springs and seeps where surface water is sufficient to support hydrophytic vegetation.

Vernal pools, a wetland associated habitat type, are spread throughout much of the Plan Area and are known to support several federally listed plant and wildlife species. Approximately 20,728 acres of vernal pool grasslands exist within the Plan Area (City of Rancho Cordova 2006b).

ITEM 10.1. ATTACHMENT 3

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Undeveloped areas within the Plan Area support an array of reptiles, amphibians, birds, and small mammals. The Plan Area supports eight special-status plant species and 29 special-status wildlife species, including the federally threatened vernal pool fairy shrimp, the elderberry longhorn beetle, and the threatened State listed Swainson’s hawk and Bank swallow (City of Rancho Cordova 2006b).

Wildlife movement primarily occurs within undeveloped northeastern and southern portions of the Plan Area.

However, wildlife movement also occurs within the developed core of the Plan Area along the American River.

Wildlife movements also occur along riparian creeks and drainage corridors including Morrison Creek, Laguna Creek, Deer Creek, Buffalo Creek, Carson Creek, and some tributaries (City of Rancho Cordova 2006b).

The South Sacramento Habitat Conservation Plan (SSHCP), adopted by the County of Sacramento in 2018, is a comprehensive, multiple jurisdictional sub-regional habitat planning program designed for southern Sacramento County. The Planning Area encompasses approximately 317,655 acres within south Sacramento County, including the portion of the Rancho Cordova, south of U.S. Highway 50. The SSHCP ensures preservation of species, natural communities, and aquatic resources in the Plan Area; while providing an improved environmental permitting process for projects that impact listed species, listed species habitats, or aquatic resources. The South Sacramento Conservation Agency (SSCA) implements the SSHCP. The SSCA is responsible for ensuring compliance with the terms of the SSHCP (SSHCP 2018).

3.4.2 Discussion
a) Have a substantial adverse effect, either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special-status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Wildlife or the U.S. Fish and Wildlife Service?
Less than significant. The implementation of 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).

However, given the nature of the measures included in the CAAP, construction activities associated with its implementation would occur in already disturbed developed areas such as roadways and parking lots that lack natural habitat and where candidate, sensitive, or special-status species or their habitats are not present. 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 comply with General Plan Policy NR.1.1 which directs the City to support the protection of rare, threatened, and endangered species and their habitats, and Policy NR.1.9 which directs the city to ensure that future development maintains the biotic habitat value of riparian areas. Further, the City will implement policies included in the County’s SSHCP which identifies conservation areas and protected species.

All future projects with the potential to result in environmental impacts would generally require discretionary review and would be required to evaluate project-specific impacts under CEQA at the time of application. Project-specific mitigation would be required to minimize or avoid impacts to special-status species and their habitat to the extent feasible in compliance with CEQA Guidelines section 15126.4. In general, facilities associated with CAAP implementation would occur in more urbanized areas that could involve the removal of largely landscape trees and other vegetation and would not generally require the removal of native vegetation. Impacts would be minimized through implementation of the City’s General Plan policies and the SSHCP described above. In addition, federal and State requirements would be adhered to, and project-specific measures that take into consideration site specific habitat conditions would be implemented to conserve, protect, and preserve special-status species and their habitat.

For all of the foregoing reasons implementation of the CAAP measures would not cause a substantial adverse direct and indirect effects to special-status species. This impact would be less than significant. No mitigation is required.

ITEM 10.1. ATTACHMENT 3

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b) Have a substantial adverse effect on any riparian habitat or other sensitive natural community identified in local or regional plans, policies, or regulations or by the California Department of Fish and Wildlife or the U.S. Fish and Wildlife Service? Less than significant. The implementation of CAAP measures 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).

However, given the nature of the measures included in the CAAP, construction activities associated with its implementation would occur in already disturbed developed areas such as roadways and parking lots that lack natural habitat and where riparian habitat or other sensitive natural communities are not present. 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 comply with General Plan Policy NR.1.1 which directs the City to support the protection of rare, threatened, and endangered species and their habitats, and Policy NR.1.9 which directs the city to ensure that future development maintains the biotic habitat value of riparian areas.

All future projects with the potential to result in environmental impacts would generally require discretionary review and would be required to evaluate project-specific impacts under CEQA at the time of application. Project-specific mitigation would be required to minimize or avoid impacts to riparian habitat or other sensitive natural community to the extent feasible in compliance with CEQA Guidelines section 15126.4. In general, facilities associated with CAAP implementation would occur in more urbanized areas that could involve the removal of largely landscape trees and other vegetation and would not generally require the removal of native vegetation. Impacts would be minimized through implementation of the City’s General Plan policies described above. In addition, federal and State requirements would be adhered to, and project-specific measures implemented to conserve, protect, and preserve riparian habitat and sensitive natural communities. For all of the foregoing reasons, implementation of the CAAP measures would not cause a substantial adverse direct and indirect effects to riparian habitat or other sensitive natural community. This impact would be less than significant. No mitigation is required. c) Have a substantial adverse effect on state or federally protected wetlands (including, but not limited to, marsh, vernal pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means?
Less than significant. The implementation of CAAP measures 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).

However, given the nature of the measures included in the CAAP, construction activities associated with its implementation would occur in already disturbed developed areas such as roadways and parking lots where protected wetlands are not present. 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 rightsof-way and new development projects. Further, future projects would be required to comply with General Plan Policy NR.1.1 which directs the City to support the protection of rare, threatened, and endangered species and their habitats, and Policy NR.1.9 which directs the city to ensure that future development maintains the biotic habitat value of riparian areas. Further, RCMC Section 16.44.150(D) states that a grading permit shall not be issued for areas where proposed activity will adversely affect the water quality of watercourses and existing drainage unless the City’s Planning Commission has found such grading is necessary.

All future projects with the potential to result in environmental impacts would generally require discretionary review and would be required to evaluate project-specific impacts under CEQA at the time of application. Project-specific mitigation would be required to minimize or avoid impacts to protected wetlands to the extent feasible in compliance ITEM 10.1. ATTACHMENT 3

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with CEQA Guidelines section 15126.4. Impacts would be minimized through implementation of the City’s General Plan policies and RCMC described above. In addition, federal and State requirements would be adhered to, and project-specific measures implemented to conserve, protect, and preserve wetlands. For all of the foregoing reasons, implementation of the CAAP measures would not cause a substantial adverse direct and indirect effects to wetlands.

This impact would be less than significant. No mitigation is required. d) Interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites?
Less than significant. The implementation of CAAP measures 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).

However, given the nature of the measures included in the CAAP, construction activities associated with its implementation would occur in already disturbed developed areas such as roadways and parking lots where wildlife corridors are not present. 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 comply with General Plan Policy NR.1.1 which directs the City to support the protection of rare, threatened, and endangered species and their habitats, and Policy NR.1.9 which directs the city to ensure that future development maintains the biotic habitat value of riparian areas. Further, the City will implement policies included in the County’s SSHCP which identifies conservation areas and protected species.

All future projects with the potential to result in environmental impacts would generally require discretionary review and would be required to evaluate project-specific impacts under CEQA at the time of application. Project-specific mitigation would be required to minimize or avoid impacts to wildlife corridors to the extent feasible in compliance with CEQA Guidelines section 15126.4. Impacts would be minimized through implementation of the City’s General Plan policies and the SSHCP described above. In addition, federal and State requirements would be adhered to, and project-specific measures implemented to conserve, protect, and preserve wildlife corridors. For all of the foregoing reasons, implementation of the CAAP measures would not cause a substantial adverse direct and indirect effects to wildlife corridors. This impact would be less than significant. No mitigation is required. e) Conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance?
Less than significant. The implementation of CAAP measures 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). However, given the nature of the measures included in the CAAP, construction activities associated with its implementation would occur in already disturbed developed areas such as roadways and parking lots where protected biological resources are not present. 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 comply with General Plan Policy NR.1.1 which directs the City to support the protection of rare, threatened, and endangered species and their habitats, and Policy NR.1.9 which directs the city to ensure that future development maintains the biotic habitat value of riparian areas. Pursuant to RCMC 19.12.050, any person desiring to remove a tree is required to file an application with the City’s Planning Director.

All future projects with the potential to result in environmental impacts would generally require discretionary review and would be required to evaluate project-specific impacts under CEQA at the time of application. Project-specific mitigation would be required to minimize or avoid impacts to protected biological resources to the extent feasible in compliance ITEM 10.1. ATTACHMENT 3

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with CEQA Guidelines section 15126.4. In general, facilities associated with CAAP implementation would occur in more urbanized areas that could involve the removal of largely landscape trees and other vegetation and would not generally require the removal of native vegetation. Impacts would be minimized through implementation of the City’s General Plan policies and SMMC described above. In addition, federal and State requirements would be adhered to, and projectspecific measures implemented to conserve, protect, and preserve riparian habitat and sensitive natural communities. For all of the foregoing reasons, implementation of the CAAP measures would not conflict with local policies or ordinances protecting biological resources. This impact would be less than significant. No mitigation is required. f) Conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan?
Less than significant. The SSHCP was adopted in 2018, and the City is an active participant in the program including the conservation planning efforts involved. The City complies with the conservation policies identified in the SSHCP and will use the SSHCP as an implementation tool for future projects. Further, implementation of CAAP measures that would involve ground disturbing activities, including grading and excavation, would occur in already disturbed, developed areas such as roadways and parking lots. Therefore, CAAP measures would not conflict with provisions of the SSHCP. This impact would be less than significant. No mitigation is required.

ITEM 10.1. ATTACHMENT 3

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3.5 CULTURAL RESOURCES

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

Would the project:
a) Cause a substantial adverse change in the
significance of a historical resource pursuant to
Section 15064.5?
b) Cause a substantial adverse change in the
significance of an archaeological resource pursuant
to Section 15064.5?
c) Substantially disturb human remains, including those interred outside of formal cemeteries?

3.5.1 Environmental Setting
CEQA defines historic resources as those that are listed on, or determined to be eligible for listing on, the California Register of Historical Resources (CRHR) or a local register, or are otherwise determined to be historical pursuant to CEQA (PRC Section 21084.1) or CEQA Guidelines (CCR Title 14, Section 15064.5). The CRHR also includes properties formally determined eligible or listed in the National Register of Historic Places (PRC Section 5024.1). A historic resource may be an object, building, structure, site, area, place, record, or manuscript that is historically significant or significant in terms of California’s architectural, engineering, scientific, economic, agricultural, educational, social, political, military, or cultural records (PRC Section 5020.1(j)). Typically, historic resources are more than 50 years old.

There are 23 identified historic architectural resources within the Plan Area. These sites are generally related to the development of transportation networks and agriculture, and also include historic buildings such as the Pfingst Realty building and the American River Grange Hall (City of Rancho Cordova 2006b).

Archaeological resources may be considered historic resources or, if not, they may be determined to be “unique” as defined by CEQA (PRC Section 21083.2(g)). A “unique archaeological resource” is an archaeological artifact, object, or site about which it can be clearly demonstrated that, without merely adding to the current body of knowledge, there is a high probability that it meets any of the following criteria: (1) contains information needed to answer important scientific research questions and that there is a demonstrable public interest in that information; (2) has a special and particular quality such as being the oldest of its type or the best available example of its type; or (3) is directly associated with a scientifically recognized important prehistoric or historic event or person. There are eight prehistoric sites and one prehistoric/historic site within the Plan Area, located primarily along the American River and creeks.

Several of these sites are known to contain human remains (City of Rancho Cordova 2006b).

3.5.2 Discussion
a) Cause a substantial adverse change in the significance of a historical resource pursuant to Section 15064.5?
Less than significant. Implementation of the CAAP would involve improvements to or near properties that contain listed or eligible historical resources. For example, installation of EV charging infrastructure (Transportation-5.1 through 5.4), development of a building retrofit program, (Adaptation-5m), and installation of alternatively-fueled water heaters (Energy-1.1, -1.2). The implementation of measures that involve ground disturbance, including grading ITEM 10.1. ATTACHMENT 3

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and excavation, would not involve the demolition, destruction, alteration, or structural relocation of a historical resource. Energy efficiency improvements and building retrofits would involve minor changes to the exterior (e.g., rooftop solar panels) or interior (e.g., water heating and space heating and cooling systems) of existing buildings, and would not otherwise involve features with substantial height, bulk, or massing that could substantially cause an adverse change to a historic resource.

The implementation of any measures that involves listed or eligible historical resources would be required to comply with existing federal, State, and local regulations that protect historical resources and undergo the City’s discretionary review process, where applicable, including completion of subsequent project-level planning and environmental review under CEQA that would ensure that identified resources are appropriately protected. For example, following the Secretary of the Interior’s Standards for the Treatment of Historic Properties with Guidelines for Preserving, Rehabilitating, Restoring, and Reconstructing Historic Buildings would ensure that implementation of any measures involving historical resources, such as promoting building retrofits to include climate resilience (Adaptation-5m) would not adversely change the historical resource. Compliance with the 2022 California State Historical Building Code (RCMC Chapter 16.05) would protect from substantial adverse change to historic structures included on the national or State registers of historic places. Additionally, these projects would be required to comply with applicable requirements in the City’s Design Guidelines, including standards for construction and maintenance of curbs, sidewalks, and roads while preserving the historical nature of the city (City of Rancho Cordova 2005). Implementation of the other measures included in the CAAP would not involve short- or long-term physical changes that could cause a substantial adverse change in the significance of a historical resource.

For all of the foregoing reasons, implementation of the CAAP would not cause a substantial adverse change in the significant of a historical resource. This impact would be less than significant. No mitigation is required. b) Cause a substantial adverse change in the significance of an archaeological resource pursuant to Section 15064.5?
Less than significant. Implementation of the CAAP would involve ground disturbing activities, including grading and excavation, in which archaeological resources could be encountered. 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, archaeological resources are unlikely to be encountered. In addition, construction activities associated with CAAP implementation would occur in already disturbed developed areas such as roadways 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 rightsof-way and new development projects.

Implementation of the other measures included in the CAAP would not involve short- or long-term physical changes that could cause a substantial adverse change in the significance of an archaeological resource. In general, facilities associated with CAAP implementation would occur in more urbanized areas that would involve development within previously disturbed areas. However, depending on the depth of excavation with certain facilities, disturbance of native soils may be necessary.

The exact locations of physical activities implementing the CAAP are unknown at this time; however, they would be required to comply with General Plan Policy CHR.1.3 ensuring 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 EIR (State Clearinghouse No. 2005022137) mitigation measures would reduce impacts to archaeological resources. Specifically, General Plan EIR Mitigation Measure 4.11.2 which directs the City to require the preparation of a literature study and records search prior to any ground disturbing activity to determine whether the project area has been previously surveyed and whether cultural resources were identified. Further, General Plan Policy ITEM 10.1. ATTACHMENT 3

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CHR.1.3 directs the City to require a qualified archaeologist to evaluate any cultural resources discovered during site construction activities, and a Tribal monitor will accompany a qualified archeologist to identify, and determine the significance of, cultural resources and/or sacred lands. For all the foregoing reasons, the implementation of CAAP measures would not result in substantial adverse change in the significance of an archaeological resource. Therefore, the impact would be less than significant. No mitigation is required. c) Substantially disturb human remains, including those interred outside of formal cemeteries?
Less than significant. Implementation of the CAAP would involve ground disturbing activities, including grading and excavation, could, depending on their location, encounter human remains interred outside formal cemeteries. 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). Because ground disturbance would generally be limited to previously disturbed soils and would occur at shallow depths, human remains are unlikely to be encountered. Implementation of the other measures included in the CAAP would not involve short- or long-term physical changes that could disturb human remains.

Location of grave sites and Native American remains can occur outside identified cemeteries or burial sites.

Therefore, there is a possibility that unmarked, previously unknown Native American or other graves could be present within future project sites and could be encountered during construction activities.

California recognizes the need to protect Native American human burials, skeletal remains, and items associated with Native American burials from vandalism and inadvertent destruction. The procedures for the treatment of Native American human remains are contained in California Health and Safety Codes Sections 7050.5 and 7052 and Public Resource Code (PRC) Section 5097.

These statutes require that, if human remains are discovered during construction activities, potentially damaging ground-disturbing activities in the area of the remains shall be halted immediately, and the County coroner and Native American Commission (NAHC) shall be notified immediately, in accordance with PRC Section 5097.98 and California Health and Safety Code Section 7050.5. If the remains are determined by NAHC to be Native American, the guidelines of the NAHC shall be adhered to in the treatment and disposition of the remains. The responsibilities for acting upon notification of a discovery of Native American human remains are identified in PRC Section 5097.94.

Compliance with California Health and Safety Code Sections 7050.5 and 7052, and PRC Section 5097 would avoid or minimize the disturbance of human remains, and to appropriately treat any remains that are discovered. In addition, future activities implementing the CAAP 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. Therefore, implementation of the CAAP would not disturb humans remains, including those interred outside of formal cemeteries. This impact would be less than significant. No mitigation is required.

ITEM 10.1. ATTACHMENT 3

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3.6 ENERGY

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
VI. Energy.

Would the project:
a) Result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary
consumption of energy resources, during project
construction or operation?
b) Conflict with or obstruct a state or local plan for
renewable energy or energy efficiency?

3.6.1 Environmental Setting
Sacramento Municipal Utility District (SMUD) is a community-owned electric utility that provides energy service to approximately 645,000 people within a 900-square-mile service area that encompasses most of Sacramento County, as well as portions of Placer and Yolo Counties, including the City (SMUD 2023). SMUD obtains electricity from a variety of sources, including SMUD-owned facilities and other private and publicly owned facilities that provide electricity through contracts and agreements. In 2021, SMUD sourced approximately 30 percent of its electricity from eligible renewables (i.e. biomass/biowaste, geothermal, eligible hydroelectric, solar, and wind), 18 percent from large hydroelectric, 51 percent from natural gas, 0.8 percent from nuclear, and 0.6 percent from other and unspecified sources. SMUD has also committed to eliminating 100 percent of GHG emissions from the electricity it generates by 2030 through the 2030 Zero Carbon Plan (SMUD 2021).

FEDERAL REGULATIONS
The Energy Policy and Conservation Act of 1975 established nationwide fuel economy standards to conserve oil.

Under this act, the National Highway Traffic and Safety Administration, is responsible for revising existing fuel economy standards and establishing new vehicle economy standards. The Corporate Average Fuel Economy program was established to determine vehicle manufacturer compliance with the government’s fuel economy standards. Three Energy Policy Acts have been passed, in 1992, 2005, and 2007, to reduce dependence on foreign petroleum, provide tax incentives for alternative fuels, and support energy conservation.

STATE REGULATIONS
Warren-Alquist Act
The 1975 Warren-Alquist Act established the California Energy Resources Conservation and Development Commission, now known as the California Energy Commission (CEC). The Act established State policy to reduce wasteful, uneconomical, and unnecessary uses of energy by employing a range of measures. The California Public Utilities Commission (CPUC) regulates privately-owned utilities in the energy, rail, telecommunications, and water fields.

State of California Energy Action Plan
The CEC, CPUC, and now defunct Consumer Power and Conservation Financing Authority prepared the first State of California Energy Action Plan (EAP) in 2003 to establish shared goals and specific actions to ensure that adequate, reliable, and reasonably-priced electrical power and natural gas supplies are achieved and provided through policies, strategies, and actions that are cost-effective and environmentally sound for California’s consumers and taxpayers.

ITEM 10.1. ATTACHMENT 3

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The plan was updated in 2005 and 2008 to address policy the emerging importance of climate change, transportation-related energy issues, and research and development activities.

Executive Order B-18-12
Executive Order (EO) B-18-12, which was signed by Governor Brown in 2012, proclaims that State agencies take actions to reduce entity-wide GHG emissions by at least 10 percent by 2015 and 20 percent by 2020, as measured against a 2010 baseline. This order also directed State agencies to use clean onsite power generation to the extent feasible and to obtain LEED “Silver” certification or higher for any new or substantially renovated structure larger than 10,000 square feet.

Title 24 California Building Code
California Energy Code
Title 24 CCR Part 6, is California’s Energy Efficiency Standards for Residential and Non-Residential Buildings (California Energy Code). The California Energy Code consists of energy and water efficiency requirements for the construction of new buildings as well additions and alterations to existing buildings (CEC 2022). The CEC adopted the most recent California Energy Code (2022) on August 11, 2021.

California Green Building Standards
Part 11 of Title 24 is the California Green Building Standards Code (CALGreen) which consists of mandatory regulations pertaining to both residential and non-residential building efficiency standards for energy efficiency, water efficiency, material conservation and resource efficiency, and environmental quality. (DGS 2022). The most recent version of the CALGreen code (2022) became effective January 1, 2023.

Transportation-Related Regulations
Various regulatory and planning efforts are aimed at reducing dependency on fossil fuels, increasing the use of alternative fuels, and improving California’s vehicle fleet. Senate Bill (SB) 375 aligns regional transportation planning efforts, regional GHG emission reduction targets, and land use and housing allocation. CARB, in consultation with the metropolitan planning organizations, provides each affected region with reduction targets for GHGs emitted by passenger cars and light trucks in their respective regions for 2020 and 2035. The current plan for the Sacramento Area Council of Governments (SACOG) is the 2020 Metropolitan Transportation Plan/Sustainable Communities Strategy (2020 MTP/SCS) which was adopted on November 18, 2019. Through the implementation of this plan SACOG aims to reduce GHG emissions from passenger vehicles by 19 percent in 2035 (CARB 2018).

Pursuant to Assembly Bill (AB) 2076 (Chapter 936, Statutes of 2000), CEC and the CARB prepared and adopted a joint agency report in 2003, Reducing California’s Petroleum Dependence. Included in this report are recommendations to increase the use of alternative fuels to 20 percent of on-road transportation fuel use by 2020 and 30 percent by 2030, significantly increase the efficiency of motor vehicles, and reduce per capita VMT (CEC and CARB 2003).

AB 1007 (Chapter 371, Statues of 2005) required CEC to prepare the State Alternative Fuels Plan to increase the use of alternative fuels in California.

In January 2012, CARB approved the Advanced Clean Cars program, which combines the control of GHG emissions and criteria air pollutants, as well as requirements for greater numbers of zero-emission vehicles (ZEVs), into a single package of regulatory standards for vehicle model years 2017– 2025. The new regulations strengthened the GHG standards for 2017 models and beyond. In addition, the program’s zero-emission vehicle (ZEV) regulation requires battery, fuel cell, and plug-in hybrid electric vehicles (EVs) to account for up to 15 percent of California’s new vehicle sales by 2025. In August 2022, CARB adopted the ACC II program, which sets sales requirements for ZEVs to ultimately reach the goal of 100 percent ZEV sales in the State by 2035.

GHG Reduction Regulations
Several regulatory measures such as AB 32, EO B-30-15, SB 32, AB 197, and most recently, AB 1279, were enacted to reduce GHGs and have the co-benefit of reducing California’s dependency on fossil fuels and making land use ITEM 10.1. ATTACHMENT 3

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development and transportation systems more energy efficient. CARB adopted the Final 2022 Scoping Plan for Achieving Carbon Neutrality (2022 Scoping Plan) in December 2022, which provides the framework for meeting the state’s ambitious GHG reduction targets of reducing GHG emissions 85 percent below 1990 levels and achieving carbon neutrality by 2045 (CARB 2022).

Renewable Energy Regulations
SB X1-2 of 2011 requires all California utilities to generate 33 percent of their electricity from renewables by 2020. SB X1-2 also requires the renewable electricity standard to be met increasingly with renewable energy that is supplied to the California grid from sources within, or directly proximate to, California. SB X1-2 mandates that renewables from these sources make up at least 50 percent of the total renewable energy for the 2011-2013 compliance period, at least 65 percent for the 2014-2016 compliance period, and at least 75 percent for 2016 and beyond.

SB 100, signed in September 2018, requires that all California utilities, including independently-owned utilities, energy service providers, and community choice aggregators, supply 44 percent of retail sales from renewable resources by December 31, 2024, 50 percent of all electricity sold by December 31, 2026, 52 percent by December 31, 2027, and 60 percent by December 31, 2030. The law also requires that eligible renewable energy resources and zero-carbon resources supply 100 percent of retail sales of electricity to California end-use customers and 100 percent of electricity procured to serve all State agencies by December 31, 2045.

3.6.2 Discussion
a) Result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources, during project construction or operation?
Less than significant. Provided below are analyses of energy consumption related to construction and operational activities.

Construction
Implementation of the CAAP would result in the consumption of energy resources during construction. GHG reduction measures that would result in 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), would consume energy resources such as electricity, fuels, and non-renewable resources during construction. These types of projects would not involve large amounts of labor or extensive use of construction equipment. Some worker trips may be required during installation of these facilities and features, resulting in the short-term consumption of diesel fuel and gasoline. However, workers would likely be located within the Sacramento region and would not require extended commutes to reach construction sites. Construction equipment may also be used during installation of these facilities and features, construction equipment (e.g., backhoes, front loaders, bulldozers and skid steers), but it is likely that this equipment would be used intermittently and for relatively short periods of time. Additionally, 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. Demand for energy resources during construction would vary throughout the construction period and would generally cease upon completion of construction.

Measure Carbon Storage-1.1 would increase tree planting in areas such as parks, public gathering places and along sidewalks and bike paths. This would likely not require heavy equipment but could result in a small amount of fuel consumption when delivering trees.

Operations
Occasional operational maintenance activities for facilities and features above may be required with implementation of the CAAP. However, these trips would be infrequent and therefore operational vehicle trips would be minimal; thus, associated operational fuel consumption would also be minimal.

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Implementation of the CAAP would improve operational energy efficiency and reduce the use of fossil fuels through measures which reduce VMT and encourage EV use, as well as measures which facilitate the increased generation and utilization of renewable energy. For example, measures such as Transportation-5.2 and -5.3 would involve the installation of publicly accessible EV chargers on private property as well as public property, respectively, while other transportation-related measures such as Transportation-1.3 would reduce VMT in the City by improving street connectivity. Measures pertaining to EV charging, such as Transportation-5.2 and -5.3 described above, would increase the use of electricity. However, these measures would reduce the consumption of fossil fuels. Energy-related measures such as Energy-2.2 would reduce GHG emissions and decrease operational energy consumption by requiring all new nonresidential development to achieve energy efficiency above minimum State building code requirements.

Measures Solid Waste-1.1 and -1.2, which increase the recovery of edible food waste and eliminate the disposal of organic waste in landfills, respectively, 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. Therefore, no net change in energy consumption is anticipated.

Measure Carbon Storage-1.1 would increase tree planting in areas such as parks, public gathering places and along sidewalks and bike paths, and would therefore indirectly involve minor electricity consumption associated with conveyance and treatment of water used for irrigation.

Collectively, these measures are intended to reduce the urban heat island effect, reduce consumption of gasoline and diesel fuels, and reduce the amount of energy consumed for cooling in the summer. Therefore, these projects would be considered necessary and beneficial uses of energy resources. Implementation of the other GHG reduction measures and adaptation strategies in the CAAP would not involve short- or long-term physical changes that could result in wasteful, inefficient, or unnecessary energy consumption.

Impact Summary
The goal of the CAAP is to reduce GHG emissions generated within the Plan Area by using alternatively fueled vehicles, reducing VMT, generating and utilizing renewable energy, reducing waste generation, and increasing carbon sequestration. The CAAP also sets forth actions to adapt to climate change hazards including extreme heat, drought, flooding, and wildfires. Although implementation of the CAAP would result in temporary construction activities that would consume energy resources, standard best management practices would discourage unnecessary idling and the operation of poorly maintained equipment during construction. Moreover, while GHG reduction measures were formulated to reduce GHGs, many would improve energy efficiency and decrease reliance on fossil fuels. Thus, implementation of the CAAP would not result in wasteful, inefficient, or unnecessary consumption of energy, during project construction or operation. This impact would be less than significant. No mitigation is required. b) Conflict with or obstruct a state or local plan for renewable energy or energy efficiency
Less than significant. The goals and measures included in the CAAP are being developed in consideration of the long-term GHG reduction goals of the 2022 Scoping Plan, especially those pertaining to energy utilization and generation. Additionally, the CAAP includes the Priority GHG Reduction Strategies outlined in the 2022 Scoping Plan.

These measures, which focus on transportation electrification and VMT reduction, are intended to provide local jurisdictions with impactful GHG reduction strategies that can be implemented by local governments (CARB 2022).

Measures included in the CAAP such as Energy-1.1, -1.2, -2.1, and -2.2 collectively reduce the demand and usage of fossil fuels in both residential and nonresidential applications by retrofitting existing buildings to improve energy efficiency, requiring that new residential development be all-electric and zero-net-energy (ZNE), and that new nonresidential development exceed State building code requirements for energy consumption. Additionally, the CAAP would encourage the use of alternatively fueled vehicles through the implementation of measures such as Transportation-5.2 which would involve the installation of publicly accessible EV chargers on private property. Other transportation-related measures such as Transportation-1.3 would reduce VMT in the City by improving street connectivity. While the construction required to implement these measures may require some energy consumption, ultimately the measures would improve energy efficiency and reduce fossil fuel consumption. Measures Off Road-2.1 ITEM 10.1. ATTACHMENT 3

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and -2.2 would promote the use of alternative fuel in construction equipment and limit construction vehicle idling time, respectively, reducing the consumption of gasoline and diesel fuel. Therefore, construction associated with implementation of the CAAP would not obstruct achievement of the energy efficiency and GHG reduction goals outlined in the 2022 Scoping Plan.

The EAP, which focuses on energy efficiency; demand response; renewable energy; the supply and reliability of electricity, natural gas, and transportation fuels; and achieving GHG reduction targets would also be relevant to the implementation of the CAAP (CEC and CPUC 2008). As discussed above in Criterion (a) although implementation of the CAAP would consume energy resources during construction and operation, GHG reduction measures such as Energy1.1, -1.2, -2.1, and -2.2, Transportation-1.3, and -5.2 (described above) would increase energy efficiency and use of renewable energy while also acting to conserve energy and reduce reliance on fossil fuels. Measures to increase energy efficiency, support the conversion from gasoline or diesel to electricity or alternative fuels, and increase the supply of renewable energy would directly support EAP goals and strategies. Lastly, all GHG-related measures within the CAAP would support the EAP’s goal of achieving GHG reduction targets because the CAAP is intended to reduce GHG emissions generated within the Plan Area. Therefore, the CAAP would not conflict with or obstruct a State or local plan for renewable energy or energy efficiency. This impact would be less than significant. No mitigation is required.

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3.7 GEOLOGY AND SOILS

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
VII. Geology and Soils.

Would the project:
a) Directly or indirectly cause potential substantial
adverse effects, including the risk of loss, injury, or death involving:
i) Rupture of a known earthquake fault, as delineated
on the most recent Alquist-Priolo Earthquake Fault
Zoning Map issued by the State Geologist for the
area or based on other substantial evidence of a
known fault? (Refer to California Geological Survey
Special Publication 42.)
ii) Strong seismic ground shaking?
iii) Seismic-related ground failure, including
liquefaction?
iv) Landslides?
b) Result in substantial soil erosion or the loss of topsoil? c) Be located on a geologic unit or soil that is unstable, or that would become unstable as a result of the
project, and potentially result in on- or off-site
landslide, lateral spreading, subsidence, liquefaction, or collapse?
d) Be located on expansive soil, as defined in Table 18-1- B of the Uniform Building Code (1994, as updated),
creating substantial direct or indirect risks to life or property?
e) Have soils incapable of adequately supporting the use of septic tanks or alternative wastewater disposal
systems where sewers are not available for the
disposal of wastewater?
f) Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature?

3.7.1 Environmental Setting
The City is located within the Great Valley geomorphic province, which is characterized by thick, Jurassic through Holocene aged sedimentary deposits. Elevations range from several feet below mean sea level to more than 1,000 feet above sea level. Underlying geologic formations consist of alluvial gravel, sand, and silt derived from the western slopes of the Sierra Nevada Range. The youngest geomorphic features in the Plan Area are low floodplains, which are found primarily along the American River and Cosumnes River (City of Rancho Cordova 2006b).

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There are no known active fault lines within the Plan Area and the potential for surface fault displacements is considered low. The Plan Area is not located within an Alquist-Priolo Fault Zone, liquefaction zone, or landslide zone (DOC 2023).

Expansive soils are deposited in a loose, highly porous State, then harden and remain dry after deposition. Upon contact with moisture, the weak cementation between the loose soil particles softens and can result in settlement or collapse. Expansive soils, with high shrink-well characteristics, are known to occur within the Plan Area (City of Rancho Cordova 2006b).

The Great Valley province is bounded by the Klamath and Cascade mountain ranges to the north, the Sierra Nevada Mountains to the east, and the California Coast Mountain Range to the west. The geologic units that underlie the area consist mostly of Cenozoic Quaternary gravelly alluvial and glacial deposits from the American River, which date back to the mid Pleistocene age or approximately 600,000 years. Paleontological resources are not known to occur within these geologic units; however fossil localities have been identified in the Riverbank Formation (City of Rancho Cordova 2006b).

3.7.2 Discussion
a) Directly or indirectly cause potential substantial adverse effects, including the risk of loss, injury, or death involving:
i) Rupture of a known earthquake fault, as delineated on the most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault? (Refer to California Geological Survey Special Publication 42.)
No impact. There are no delineated Alquist-Priolo Earthquake Fault Zones within the Plan Area. Therefore, measures that would be implemented as part of the CAAP would not cause substantial adverse effects related to the rupture of a known earthquake fault. No impact would occur. No mitigation is required. ii) Strong seismic ground shaking?
No impact. There are no delineated Alquist-Priolo Earthquake Fault Zones or other potentially active faults that have been mapped within the Plan Area. Furthermore, CAAP implementation would not include the construction of habitable structures and development of CAAP-related structures would occur within already developed areas where the necessary ground compaction and other seismic considerations have already been taken into account. Thus, implementation of the CAAP would not exacerbate hazards to people or property from strong seismic ground shaking. No impact would occur. No mitigation is required. iii) Seismic-related ground failure, including liquefaction? No impact. There are no liquefaction zones identified within the Plan Area. Furthermore, liquefaction and other seismicrelated ground failure events primarily affect structures. Because CAAP implementation would not result in construction of habitable structures and development of CAAP-related structures would occur within already developed areas where the necessary ground compaction and other seismic considerations, including liquefaction, have already been taken into account. Thus, implementation of the CAAP would not exacerbate hazards to people or property from seismicrelated ground failure, including liquefaction, no impact would occur. No mitigation is required. iv) Landslides?
No impact. There are no landside zones identified within the Plan Area or steep slopes. In addition, CAAP implementation would not occur on steep slopes or require substantial ground disturbing activities that could cause a landslide. No impact would occur. No mitigation is required.

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b) Result in substantial soil erosion or the loss of topsoil? Less than significant. Implementation of the CAAP would involve minor ground disturbing activities, including grading and excavation, could, depending on their location, cause soil erosion and loss of topsoil. For example, minor grading, excavation, and other ground disturbance would occur during the construction of new roundabouts, upgraded walkways, 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). However, given the nature of the CAAP, construction activities associated with the implementation would occur in already disturbed, developed areas such as roadways 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. Additionally, CAAP measures involving disturbance of one or more acres would be required to comply with a project-specific storm water pollution prevention plan (SWPPP) that complies with the National Pollutant Discharge Elimination System (NPDES) Construction General Permit (Order 2009-0009-DWQ). The SWPPP would identify erosion and sediment controls to substantially reduce the amount of soil disturbance, erosion, and sediment transport into receiving waters during construction. Through compliance with applicable requirements, measures that would be implemented as part of the CAAP would not result in substantial soil erosion or the loss of topsoil. For all the foregoing reasons, implementation of the CAAP would not result in substantial soil erosion or the loss of topsoil. This impact would be less than significant. No mitigation is required. c) Be located on a geologic unit or soil that is unstable, or that would become unstable as a result of the project, and potentially result in on- or off-site landslide, lateral spreading, subsidence, liquefaction, or collapse?
No impact. There are no delineated Alquist-Priolo Earthquake Fault Zones, landslide zones, or liquefaction zones identified within the Plan Area. Furthermore, CAAP implementation does not include construction of habitable structures and development of CAAP-related structures would occur within already developed areas where the necessary ground compaction and other seismic considerations, including geologic unit or soil type, have already been taken into account. Thus, implementation of the CAAP would exacerbate the risk of lateral spreading, subsidence, liquefaction, or collapse. No impact would occur. No mitigation is required. d) Be located on expansive soil, as defined in Table 18-1-B of the Uniform Building Code (1994, as updated), creating substantial direct or indirect risks to life or property? No impact. Expansive soils are known to occur within the Plan Area; however, CAAP implementation does not include construction of habitable structures that could be affected by soil expansion and development of CAAP-related structures would occur within already developed areas where the necessary ground compaction and other seismic considerations have already been taken into account. Therefore, CAAP implementation would not create substantial risks to life or property from expansive soils. No impact would occur. No mitigation is required. e) Have soils incapable of adequately supporting the use of septic tanks or alternative wastewater disposal systems where sewers are not available for the disposal of wastewater?
No impact. CAAP implementation does not include installation of any septic tanks or alternative wastewater disposal systems. As a result, no impact would occur. No mitigation is required. f) Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature?
Less than significant. The Plan Area is located within the Great Valley geomorphic province. The geologic units that underlie the area consist of aged sedimentary deposits that date back roughly 160 million years. Paleontological resources include continental and marine sediments, which consist of moderate paleontological sensitivity (CGS 2002). Thus, measures that involve ground disturbing activities could be implemented in areas underlain by ITEM 10.1. ATTACHMENT 3

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potentially unique paleontological resources. Measures that would be implemented as part of the CAAP would involve minor grading, excavation, and other ground disturbance during construction. For example, minor grading, excavation, and other ground disturbance would occur during the construction of new roundabouts, upgraded walkways, 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). However, given the nature of the CAAP, construction activities associated with the implementation would occur in already disturbed, developed areas such as roadways 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. Ground disturbance would generally be limited to shallow depths, comprised of artificial fill or previously disturbed soils, within developed roadways and urbanized areas; paleontological resources are unlikely to be encountered during the types of ground-disturbing activities that would occur during CAAP implementation. Furthermore, CAAP measures would be consistent with General Plan Policy CHR.1.3, which call for the preservation of important cultural and paleontological resources that contribute to the unique identity and character of the City. General Plan Policy CHR.1.2 encourages the preservation of significant cultural and paleontological resources listed on the national, state, or local registers through maintenance or development of appropriate ordinances that protect, enhance, and perpetuate resources; incentive programs; and/or the development review process (City of Rancho Cordova 2006a). For all the foregoing reasons, the CAAP would not directly or indirectly destroy a unique paleontological resource or site or unique geologic feature. This impact would be less than significant. No mitigation is required.

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3.8 GREENHOUSE GAS EMISSIONS

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
VIII. Greenhouse Gas Emissions.

Would the project:
a) Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the
environment?
b) Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of
greenhouse gases?

3.8.1 Environmental Setting
Certain gases in the earth’s atmosphere, classified as GHGs, play a critical role in determining the earth’s surface temperature. GHGs are responsible for “trapping” solar radiation in the earth’s atmosphere, a phenomenon known as the greenhouse effect. Prominent GHGs contributing to the greenhouse effect are carbon dioxide (CO2), methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride. Human-caused emissions of these GHGs in excess of natural ambient concentrations are believed responsible for intensifying the greenhouse effect and leading to a trend of unnatural warming of the earth’s climate, known as global climate change or global warming.

Emissions of GHGs contributing to global climate change are attributable, in large part, to human activities associated with on-road and off-road transportation, industrial/manufacturing, electricity generation by utilities and consumption by end users, residential and commercial on-site fuel usage, and agriculture and forestry. Emissions of CO2 are, largely, byproducts of fossil fuel combustion.

The quantity of GHGs in the atmosphere that ultimately result in climate change is not precisely known, but is enormous; no single project alone would measurably contribute to an incremental change in the global average temperature, or to global, local, or micro climates. From the standpoint of the CEQA, GHG impacts relative to global climate change are inherently cumulative.

Although there is strong scientific consensus that global climate change is occurring and is influenced by human activity, there is less certainty as to the timing, severity, and potential consequences of the climate phenomena.

Scientists have identified several ways in which global climate change is anticipated to alter the physical environment in California (CNRA 2012, DWR 2006, IPCC 2007). These include:
 increased average temperatures;
 modifications to the timing, amount, and form (rain vs. snow) of precipitation;  changes in the timing and amount of runoff;
 reduced water supply;
 deterioration of water quality; and
 elevated sea level.

FEDERAL REGULATORY SETTING
The EPA is the federal agency responsible for implementing the federal CAA and its amendments. EPA has taken steps to regulate GHG emissions and lent support for State and local agencies’ efforts to reduce GHG emissions. In October ITEM 10.1. ATTACHMENT 3

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2012, EPA and the National Highway Traffic Safety Administration, issued rules to reduce GHG emissions and improve corporate average fuel economy standards for light-duty vehicles for model years 2017 and beyond (77 FR 62624).

STATE REGULATORY SETTING
Statewide GHG Emission Targets and Climate Change Scoping Plan Reducing GHG emissions in California has been the focus of the State government for approximately two decades.

GHG emission targets established by the State legislature include reducing statewide GHG emissions to 1990 levels by 2020 (Assembly Bill [AB] 32 of 2006) and reducing them to 40 percent below 1990 levels by 2030 (Senate Bill [SB] 32 of 2016). AB 1279 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. These targets are in line with the scientifically established levels needed in the U.S. to limit the rise in global temperature to no more than 2 degrees Celsius, the warming threshold at which major climate disruptions, such as super droughts and rising sea levels, are projected; these targets also pursue efforts to limit the temperature increase even further to 1.5 degrees Celsius (United Nations 2015).

CARB adopted the 2022 Scoping Plan on December 16, 2022 (CARB 2022). It identifies the reductions needed by each GHG emission sector (e.g., transportation [including off-road mobile source emissions], industry, electricity generation, agriculture, commercial and residential, pollutants with high global warming potential, and recycling and waste). The 2022 Scoping Plan traces the pathway for the state to achieve its carbon neutrality and an 85 percent reduction in 1990 emissions goal by 2045 using a combined top-down, bottom-up approach under various scenarios.

CARB and other state agencies also released the January 2019 Draft California 2030 Natural and Working Lands Climate Change Implementation Plan consistent with the carbon neutrality goal of Executive Order B-55-18 (California Environmental Protection Agency et al. 2019).

The state has also passed more detailed legislation addressing GHG emissions associated with transportation, electricity generation, and energy consumption, as summarized below.

Transportation-Related Standards and Regulations
As part of its Advanced Clean Cars program, CARB established more stringent GHG emission standards and fuel efficiency standards for fossil fuel–powered on-road vehicles than EPA. In addition, the program’s zero-emission vehicle (ZEV) regulation requires battery, fuel cell, and plug-in hybrid electric vehicles (EVs) to account for up to 15 percent of California’s new vehicle sales by 2025. In August 2022, CARB adopted the ACC II program, which sets sales requirements for ZEVs to ultimately reach the goal of 100 percent ZEV sales in the state by 2035.

Executive Order B-48-18, signed into law in January 2018, requires all State entities to work with the private sector to have at least 5 million ZEVs on the road by 2030, as well as 200 hydrogen-fueling stations and 250,000 EV-charging stations installed by 2025. It specifies that 10,000 of these charging stations must be direct-current fast chargers.

CARB adopted the Low Carbon Fuel Standard (LCFS) in 2007 to reduce the carbon intensity (CI) of California’s transportation fuels. Low-CI fuels emit less CO2 than other fossil fuel–based fuels such as gasoline and fossil diesel.

The LCFS applies to fuels used by on-road motor vehicles and off-road vehicles, including construction equipment (Wade, pers. comm., 2017).

In addition to regulations that address tailpipe emissions and transportation fuels, the state legislature has passed regulations to address the amount of driving by on-road vehicles. Since passage of SB 375 in 2008, CARB requires metropolitan planning organizations (MPOs) to develop and adopt sustainable communities strategies (SCSs) as a component of the federally-prepared regional transportation plans (RTPs) to show reductions in GHG emissions from passenger cars and light-duty trucks in their respective regions for 2020 and 2035 (CARB 2018b). These plans link land use and housing allocation to transportation planning and related mobile-source emissions. The Sacramento Area Council of Governments (SACOG) serves as the MPO for the Sacramento region. The current plan for the Sacramento Area Council of Governments (SACOG) is the 2020 Metropolitan Transportation Plan/Sustainable ITEM 10.1. ATTACHMENT 3

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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 MTCO2e 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 developing 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:

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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 MTCO2e 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 the 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 10.1. ATTACHMENT 3

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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 Plan 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 10.1. 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.”
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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, 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. 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 10.1. ATTACHMENT 3

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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 SalesDelta 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 grounddisturbing 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 (Adaptation-5a, -5b, and 5e). This impact would be less than significant. No mitigation is required.

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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 10.1. 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 10.1. ATTACHMENT 3

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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.

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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, including 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 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. 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 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 10.1. ATTACHMENT 3

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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 postconstruction 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.

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e) Conflict 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.

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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.

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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 3.17, “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.

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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.

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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 10.1. ATTACHMENT 3

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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.

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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 operations. 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 Leq, 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 10.1. ATTACHMENT 3

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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.

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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.

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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 55 dBA Leq, 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 the 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 pile 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 10.1. ATTACHMENT 3

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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) Generation 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 and 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.

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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. Furthermore, longterm 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.

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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.

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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.

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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 10.1. 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 nonsworn officers who serve the City as well as eastern Sacramento County. Furthermore, the 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 10.1. 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 3.14, “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 10.1. 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 Setting
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 city. CRPD maintains several types of parks: community parks, which serve the entire city; 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-lieu 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 10.1. 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 10.1. 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 construction 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-desacs, 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 10.1. 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 10.1. 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 Indian 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 10.1. ATTACHMENT 3

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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 10.1. ATTACHMENT 3

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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 10.1. ATTACHMENT 3

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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 10.1. ATTACHMENT 3

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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., electricpowered heat pumps and water heaters for space and water heating). The physical effects 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-dry, or multiple dry years. The impact would be less than significant. No mitigation is required.

ITEM 10.1. ATTACHMENT 3

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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, hauled 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 10.1. ATTACHMENT 3

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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 well 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 10.1. ATTACHMENT 3

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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 associated 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 10.1. ATTACHMENT 3

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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 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 future projects it is likely that construction 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 10.1. ATTACHMENT 3

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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 selfsustaining 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 10.1. ATTACHMENT 3

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developed areas such as roadways 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 biological, 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 cobenefits 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 10.1. ATTACHMENT 3

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3-81 Climate Action and Adaptation Plan IS/ND
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 10.1. ATTACHMENT 3

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ITEM 10.1. ATTACHMENT 3

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 10.1. ATTACHMENT 3

References Ascent
City of Rancho Cordova
4-2 Climate Action and Adaptation Plan IS/ND
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-airpollutants#self. Last updated October 19, 2016. Accessed November 2022. ———. 2022b. Particulate Matter Basics. Available: https://www.epa.gov/pm-pollution/particulate-matter-pmbasics#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/ourwork/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-plandocuments#:~: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 10.1. 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. 2008. 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-TechnicalReport.ashx. Accessed: February 20, 2023. ———. 2023. Company Information. Available: https://www.smud.org/en/Corporate/About-us/CompanyInformation. 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 10.1. 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 Adaptation 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 10.1. 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-andvibration-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 10.1. 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/camutcd/rev6/camutcd2014-rev6.pdf. Accessed February 14, 2023.

ITEM 10.1. 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 10.1. ATTACHMENT 3

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

ITEM 10.1. ATTACHMENT 3

CITY OF RANCHO CORDOVA
Climate Action
& Adaptation Plan
July 2023
ITEM 10.1. ATTACHMENT 4

Table of Contents
Rancho Cordova
Climate Action & Adaptation 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 10.1. 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 10.1. ATTACHMENT 4

List of Figures
Rancho Cordova
Climate Action & Adaptation 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 LegislativeAdjusted 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 10.1. 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 LegislativeAdjusted 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 10.1. ATTACHMENT 4

List of Tables
Rancho Cordova
Climate Action & Adaptation 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 10.1. 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 10.1. ATTACHMENT 4

EXECUTIVE SUMMARY
ITEM 10.1. ATTACHMENT 4

Rancho Cordova
Climate Action & Adapt ation 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 purposes 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 change.

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 conducted 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, 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.

ITEM 10.1. 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 reductions1 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 (“MTCO2e”). Figure ES 1 shows how much is 679,700 MTCO2e in terms of cars driven, smartphones charged, 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 targets, 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 10.1. ATTACHMENT 4

Executive Summary
Rancho Cordova
Climate Action & Adapta 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. The 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
ITEM 10.1. ATTACHMENT 4