Item 17 2024-01550 Stockton Blvd Plan and Environmental Impact Report (LR24-001) [Noticed 10.11.2024] -- PART 2 — Sacramento City Council, October 22, 2024 (part 2 of 7)

LIST OF ABBREVIATIONS
°C degrees Celsius
°F degrees Fahrenheit
2018 Progress Report 2018 Progress Report, California’s Sustainable Communities and Climate Protection Act
2022 Progress Report Draft 2022 Progress Report, California’s Sustainable Communities and Climate Protection Act
AB Assembly Bill
ACS American Community Survey
ADU Accessory Dwelling Unit
AF acre-feet
AFV alternative fuel vehicles
AFY acre-feet per year
AQAP air quality attainment plan
Audit Report California Air Resources Board Improved Program Measurement Would Help California Work More Strategically to Meet Its Climate Change Goals
BIPOC Black, Indigenous, and people of color
BMP best management practice
BRT Bus Rapid Transit
CAA Clean Air Act
CAAP Climate Action & Adaptation Plan
CAAQS California Ambient Air Quality Standards
CADA Capitol Area Development Authority
CAFE Corporate Average Fuel Economy
Cal/OSHA California Occupational Safety and Health Administration CalEEMod California Emissions Estimator Model
CalEPA California Environmental Protection Agency
CalGreen California Green Building Code
CALGreen California Green Building Standards Code
CalRecycle California Department of Resources Recycling and Recovery Caltrans California Department of Transportation
CAP climate action plan
CAPCOA California Air Pollution Control Officers Association CARB California Air Resources Board
CCAA California Clean Air Act
CCR California Code of Regulations
CDFW California Department of Fish and Wildlife
CEC California Energy Commission
CESA California Endangered Species Act
CFR Code of Federal Regulation
cfs cubic feet per second
Ascent List of Abbreviations
City of Sacramento
Stockton Blvd Plan Draft EIR v
City City of Sacramento
CIWMA California Integrated Waste Management Act
CLUP Comprehensive Land Use Pla
CNDDB California Natural Diversity Database
CNEL Community Noise Equivalent Level
CNPS California Native Plant Society’s
CO carbon monoxide
CO2 carbon dioxide
Cogen Facility Sacramento Power Authority cogeneration plant CPUC California Public Utilities Commission
CRHR California Register of Historical Resources
CRPR California Rare Plant Rank
CSLC California State Lands Commission
CSO Combined Sewer Outflow
CSS combined sewer system
CSSIP Combined Sewer System Improvement Plan
CVFPB Central Valley Flood Protection Board
CVRWQCB Central Valley Regional Water Quality Control Board CWA Clean Water Act
CWTP Combined Wastewater Treatment Plant
DAC disadvantaged communities
dB decibels
DDE dichloro-diphenyldichloroethylene
DHS California Department of Health Services
DPH California Department of Public Health
DSH diameter standard height
DTSC California Department of Toxic Substances Control
DWR California Department of Water Resources
EMD Environmental Management Department
EMS emergency medical services
EPA US Environmental Protection Agency
EPAct Energy Policy Act
EPCRA Emergency Planning and Community Right-to-Know Act of 1986 Leq Equivalent Continuous Sound Level
ESD equivalent single-family dwelling
ESA Endangered Species Act
etran Elk Grove Transit Services
EV electric vehicle
FAR Floor area ratio
FHWA Federal Highway Administration
FTA Federal Transit Administration
FTE full-time equivalent
FWTP E.A. Fairbairn Water Treatment Plant
List of Abbreviations Ascent
City of Sacramento
vi Stockton Blvd Plan Draft EIR
GHG greenhouse gas
gpd gallons per day
GSA groundwater sustainability agency
GSP groundwater sustainability plan
GWh/year gigawatt hours per year
HABS Historic American Buildings Survey
HREC Historical Recognized Environmental Condition
HSC California Health and Safety Code
Hz hertz
I-80 Interstate 80
IEPR Integrated Energy Policy Report
IPaC Information for Planning and Consultation
IPCC Intergovernmental Panel on Climate Change
Ldn day-night average sound level
Lmax Maximum Sound Level
LRA Local Responsibility Area
LTCP long-term control plan
MBTA Migratory Bird Treaty Act
MCL maximum contaminant levels
MCPP Mecoprop
mg million gallons
mgd million gallons per day
MLD Most Likely Descendant
MMBTU/year million British thermal units per year
MOU Memorandum of Understanding
mPa micro-Pascals
mph miles per hour
MPO metropolitan planning organization
MTCO2e/year metric tons of CO2 equivalent per year
MTIP Metropolitan Transportation Improvement Program
MTP/SCS Metropolitan Transportation Plan/Sustainable Communities Strategy NAHC Native American Heritage Commission
NMC Nine Minimum Controls
NO nitric oxide
NO2 nitrogen dioxide
NOP Notice of Preparation
NPDES National Pollutant Discharge Elimination System
NPS National Park Service
NRHP National Register of Historic Places
OPR Governor’s Office of Planning and Research
OSHA Occupational Safety and Health Administration
OSHPD California Office of Statewide Health Planning and Development Ozone photochemical smog
Ascent List of Abbreviations
City of Sacramento
Stockton Blvd Plan Draft EIR vii
P/QP Public/Quasi-Public
PEC Potential Environmental Concerns
PG&E Pacific Gas and Electric
PIF park impact fee
PM particulate matter
PM10 Respirable particulate matter
PM2.5 fine particulate matter
Porter-Cologne Act Porter-Cologne Water Quality Control Act ppb parts per billion
PPV peak particle velocity
PRC Public Resources Code
PSA purveyor specific agreement
PV photovoltaic
RCRA Resource Conservation and Recovery Act
REC Recognized Environmental Conditions
Regional San Sacramento Regional County Sanitation District RMP risk management plan
ROG reactive organic gases
RWQCB regional water quality control board
SACOG Sacramento Area Council of Governments
SacRT Sacramento Regional Transit
SB Senate Bill
SBDC Small Business Development Centers
Scoping Plan” Final 2022 Scoping Plan Update
SCS sustainable communities strategies
SCUSD Sacramento City Unified School District
SFD Sacramento Fire Department
SFNA Sacramento Federal Non-attainment Area
SGMA Sustainable Groundwater Management Act
SHRA Sacramento Housing and Redevelopment Authority
SHS State Highway System
SMAQMD Sacramento Metropolitan Air Quality Management District SMUD Sacramento Municipal Utility District
SO2 sulfur dioxide
SPA Sacramento Power Authority
SPCC Spill Prevention, Control, and Countermeasure
SPD Sacramento Police Department
SPL Sacramento Public Library
SPLA Sacramento Public Library Authority
SR 99 State Route 99
SRA State Responsibility Area
SRCSD Sacramento Regional County Sanitation District
SRWTP Sacramento Regional Wastewater Treatment Plant
List of Abbreviations Ascent
City of Sacramento
viii Stockton Blvd Plan Draft EIR
SSBMI Shingle Springs Band of Miwok Indians
SSO Sanitary Sewer Overflow
SVAB Sacramento Valley Air Basin
SWA Sacramento Regional Solid Waste Authority
SWPPP Stormwater pollution prevention plan
SWRCB State Water Resources Control Board
TAC toxic air contaminant
TCR Tribal cultural resource
TDA Transit Development Act
THRIS Tribal Historic Information System
tpy tons per year
UAIC Uniform Fire Code
UC Davis University of California Davis, Sacramento
UFC Uniform Fire Code
US 50 US Route 50
US United States
USACE US Army Corps of Engineers
USBR US Bureau of Reclamation
USC U.S. Code
USFWS U.S. Fish and Wildlife Service
UST underground storage tank
UWMP urban water management plan
VHFHSZ very high fire hazard severity zones
VMT TISG Vehicle Miles Traveled-Focused Transportation Impact Study Guide VMT vehicle miles traveled
VOC volatile organic compound
WDR Waste Discharge Requirement
WFA Water Forum Agreement
WSA water supply assessment
YPCE Youth, Parks, & Community Enrichment
ZEV zero-emission vehicle
City of Sacramento
Stockton Blvd Plan Draft EIR ES-1

EXECUTIVE SUMMARY
The California Environmental Quality Act (CEQA) requires the preparation of an environmental impact report (EIR) when there is substantial evidence that a project could have a significant effect on the environment. The purpose of an EIR is to provide decision-makers, public agencies, and the general public with an objective and informational document that fully discloses the potential environmental effects.

This chapter includes (1) a summary description of the Stockton Boulevard Plan, (2) a synopsis of environmental impacts and recommended mitigation measures (see Table ES-1, at the end of this chapter), (3) identification of the alternatives evaluated and of the environmentally superior alternative, and (4) a discussion of the areas of controversy associated with the project.

ES.1 SUMMARY DESCRIPTION OF THE PROJECT
The Stockton Boulevard Plan covers an area of Sacramento southeast of downtown. It covers a developed area of the city that is centrally located within the greater Sacramento region. There are two components to the Stockton Boulevard Plan: a Specific Plan and a Neighborhood Action Plan.

The Specific Plan provides a planning framework for making decisions about development and other activities within the Specific Plan Area. The 353-acre Specific Plan Area consists of properties along a

4.5-mile-long stretch of the Stockton Boulevard corridor, from Alhambra Boulevard to 65th Street. The Specific Plan includes land use regulations and policies designed to streamline the development process within the Specific Plan Area and that are consistent with the City of Sacramento’s 2040 General Plan.

The Neighborhood Action Plan, which covers the Specific Plan Area and 23 surrounding residential neighborhoods (referred to as the Neighborhood Study Area), includes desired “Priority Actions.” Priority Actions are measures, procedures, or programs that are consistent with the 2040 General Plan and may, but not necessarily, be carried forward by the community, the City, or a combination of the two. The Neighborhood Action Plan acts as an information resource for future planning and decision making, but does not mandate any one action nor include any specific project commitments. Adoption of the Neighborhood Action Plan does not authorize development or any other improvements that would not otherwise be allowed within the Neighborhood Study Area. As a result, the Neighborhood Action Plan does not have the potential to result in physical environmental effects. Accordingly, this environmental impact report (EIR) focuses on the Specific Plan.

ES.2 PROJECT OBJECTIVES
The overall goal of the Stockton Boulevard Plan is to provide for the orderly and systematic improvement and development of the Specific Plan Area in a manner that is consistent with the City and resident’s vision and maximizes opportunities afforded by the area’s proximity to diverse, culturally rich neighborhoods and transit corridors. More specifically, the objectives of the Stockton Boulevard Plan are to:
• Accommodate growth that increases the long-term economic sustainability, equity and well-being, and protection of people living and working in the Specific Plan Area. • Provide for the orderly and systematic integration of land uses within the Specific Plan Area. • Facilitate new mixed-use development, reuse, and redevelopment within the Specific Plan Area.

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City of Sacramento
ES-2 Stockton Blvd Plan Draft EIR
• Promote new infill residential development and redevelopment within the Specific Plan Area that supports a mixed-income community and a variety of housing choices, including market-rate and affordable housing options for low-income, very low-income, and extremely low-income households. • Promote neighborhood-serving uses, including a grocery store and venue(s) for afterschool programs and activities for area youth.
• Enhance public recreation, use, and open space access in the Specific Plan Area. • Enhance the Stockton Boulevard corridor as a future gateway and bridge connection between the City of Sacramento and unincorporated areas of Sacramento County to the south of the Specific Plan Area.
• Balance new investments with proactive protection and healing of the community, especially for residents and business owners that are black, indigenous, and people of color. • Enhance the pedestrian and bicyclist environment along the corridor with safe routes to schools, parks, businesses, and other landmarks.
• Support and promote local businesses in the Specific Plan Area. • Protect, celebrate, and enhance the cultural and ethnic diversity, art, and community-centered character of the Stockton Boulevard corridor and its surrounding neighborhoods.

ES.3 PLAN CHARACTERISTICS
This planning effort aims to invest in Stockton Boulevard in a way that advances racial equity and addresses the needs of neighborhoods and residents that have been historically and disproportionately underserved. The Specific Plan Area focuses on urban mixed-use development that takes advantage of nearby key transit hubs. The Specific Plan aims to maintain the historic character and culture of the area while remaining accessible and affordable to current residents. Key aspects of the Specific Plan include:
• Maintaining an affordable and stable housing stock and preventing residential displacement.

Building a mix of residential dwelling types, including units for families, unhoused neighbors, seniors, the workforce population, people with disabilities, and those formerly incarcerated. • Creating better walking and bicycle connections (including “complete streets”) and bus services that provide safer and more comfortable access to schools, jobs, grocery stores, health care, and other destinations during the day and night.
• Enhancing the mix of local-serving businesses and public spaces that provide culturally relevant services, art, recreation, and entertainment in the community.

ES.3.1 Policy Framework
The Stockton Boulevard Plan is built around a framework of values, community priorities, goals, policies, and actions. The goals reflect the desired future, in line with the anti-displacement values. The goals reveal the ideal end result when the community priorities are addressed. The policies apply only to the Specific Plan Area and are meant to direct the City’s actions to achieve the end result described in the goals.

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City of Sacramento
Stockton Blvd Plan Draft EIR ES-3
ES.3.2 Land Use Strategy
The Specific Plan adopts the land uses and design standards set forth in existing city documents, including the 2040 General Plan, the City’s Planning and Development Code, and various design guidelines.

ES.3.3 Growth and Buildout Projections

BUILDOUT PROJECTIONS
The Specific Plan Area includes over 22 acres of vacant sites and many underutilized parcels.

Buildout in the Specific Plan Area assumes the development of 4,077 new units of housing and an estimated 372,116 square feet of commercial space.
1 . Buildout projections, based on the future
development potential under the 2040 General Plan, provide an important long-term outlook and are essential for holistic community planning. For example, the buildout estimates serve as a means of assessing infrastructure needs within the Specific Plan Area. However, buildout of all the vacant and underutilized parcels identified in the Specific Plan would occur over a span of decades and is not anticipated to occur within the 2040 planning horizon of the General Plan.

For the purpose of this EIR, the City has evaluated the effects of implementing the Stockton Boulevard Plan through 2040, based on the growth projections used in the 2040 General Plan. The 2040 General Plan assumes development of 2,007 dwelling units and the addition of 5,819 employment opportunities within the Specific Plan Area.

ES.4 ENVIRONMENTAL IMPACTS AND RECOMMENDED

MITIGATION MEASURES
ES.4.1 Project-Specific Impacts
This EIR has been prepared pursuant to the CEQA (Public Resources Code [PRC] Section 21000 et seq.) and the State CEQA Guidelines (California Code of Regulations, Title 14, Chapter 3, Section 1500, et seq.) to evaluate the physical environmental effects of the proposed Specific Plan. The City of Sacramento is the lead agency for the project. The City has the principal responsibility for approving and carrying out the project and for ensuring that the requirements of CEQA have been met. After the Final EIR is prepared and the EIR public-review process is complete, the City Council will consider certifying that the EIR adequately evaluates the impacts of the project.

Table ES-1, presented at the end of this chapter, provides a summary of the environmental impacts for the Specific Plan. The table provides the level of significance of the impact before mitigation, recommended mitigation measures, and the level of significance of the impact after implementation of the mitigation measures.
1 Because infrastructure needs had already been analyzed and infrastructure improvements for Aggie Square will be implemented through a separate process, the buildout projections for the Specific Plan Area do not include the estimated 949,790 of nonresidential gross square feet (GSF) that are part of the Aggie Square project.

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City of Sacramento
ES-4 Stockton Blvd Plan Draft EIR
ES.4.2 Significant – and Unavoidable Impacts and Cumulative Impacts The Specific Plan would result in significant and unavoidable impacts related to air quality, cultural resources, greenhouse gas (GHG) emissions, noise, transportation, and tribal cultural resources (TCRs). Specific Impacts are listed below.
• Impact 3.1-3: Result in a Net Increase in Long-Term Operational Criteria Air Pollutant and Precursor Emissions That Exceed SMAQMD-Recommended Thresholds • Impact 3.1-4: Expose Sensitive Receptors to Substantial Pollutant Concentrations • Impact 3.1-6: Potential for the Implementation of the Specific Plan, in Combination with Other Development, to Contribute to a Significant Cumulative Air Quality or Odor Impact • Impact 3.3-1: Cause a Substantial Adverse Change in the Significance of a Historical Resource • Impact 3.3-2: Cause a Substantial Adverse Change in the Significance of Unique Archaeological Resources
• Impact 3.3-4: Potential for the Implementation of the Specific Plan, in Combination with Other Development, to Contribute to a Significant Cumulative Impacts to Cultural Resources • Impact 3.7-3: Exposure of Existing Sensitive Receptors to Project-Generated Traffic Noise • Impact 3.7-5: Potential for Implementation of the Specific Plan, in Combination with Other Development, to Contribute to a Significant Cumulative Noise Impact • Impact 3.8-1: Result in VMT Impacts on the Roadway System • Impact 3.8-2: Impacts to Transit Facilities, Services or Access • Impact 3.8-5: Potential for the Implementation of the Specific Plan, in Combination with Other Development, to Contribute to a Significant Cumulative Impacts to Transportation and Circulation System
• Impact 3.9-1: Cause a Substantial Adverse Change in the Significance of a TCR • Impact 3.9-2: Potential for the Project, in Combination with Other Development, to Contribute to a Significant Cumulative Impact to Tribal Cultural Resources ES.5 ALTERNATIVES TO THE PROPOSED PROJECT
The following provides brief descriptions of the alternatives evaluated in this Draft EIR. • Alternative 1: No Project–Planned Land Use assumes that the Stockton Boulevard Plan is not adopted, and that the specific plan area would be subject to existing land use regulations, as amended and modified by the City in the future.
• Alternative 2: Enhanced Transit. To reduce the project’s significant impacts related to VMT, this alternative further reduces reliance on automobiles by enhancing transit facilities beyond the improvements identified in the Corridor Study.

The Enhanced Transit Alternative would be the environmentally superior action alternative. Although the environmental impacts would, overall, be similar to the proposed Specific Plan and no significant impacts would be completely avoided, the increased vehicle miles traveled (VMT) efficiency would result in modest reductions to transportation-related impacts related to air quality, GHG emissions, noise, and VMT.

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Stockton Blvd Plan Draft EIR ES-5
ES.6 AREAS OF CONTROVERSY AND ISSUES TO BE

RESOLVED
Community planning priorities were identified by residents in the Specific Plan Area and stakeholders over a series of community engagement sessions. These priorities, which summarize areas of concern for community members, are: land use; housing; cultural, arts, and community character; inclusive economic development; environment, public health, and safety; community engagement and capacity building; and mobility and transportation. Community members also expressed concerns that these priorities could lead to gentrification and displacement.

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NI = No impact LTS = Less than significant PS = Potentially significant S = Significant SU = Significant and unavoidable City of Sacramento
ES-6 Stockton Blvd Plan Draft EIR
Table ES-1 Summary of Impacts and Mitigation Measures
Impacts
Significance
before
Mitigation
Mitigation Measures
Significance
after
Mitigation
Air Quality
Impact 3.1-1: Conflict with or Obstruct Implementation of an Applicable Air Quality Plan
Applicable AQAPs considered in this analysis are the Sacramento Regional 70 ppb 8-Hour Ozone Attainment and Reasonable Further Progress Plan and the 2020 MTP/SCS. The project would be consistent with the goals of the 2020 MTP/SCS to reduce VMT by creating high-density development along transportation corridors. The 2040 General Plan encompasses similar growth projections to those utilized in the Sacramento Regional 70 ppb 8-Hour Ozone Attainment and Reasonable Further Progress Plan. Because the project was developed to be consistent with the land use designations and growth projections of the 2040 General Plan, the project would therefore be consistent with the Sacramento Regional 70 ppb 8-Hour Ozone Attainment and Reasonable Further Progress Plan. Therefore, the project would be considered consistent with both AQAPs. This impact would be less than significant.

LTS No mitigation measures are required. LTS
Impact 3.1-2: Cause Construction-Generated Criteria Air Pollutant or Precursor Emissions to Exceed SMAQMD-Recommended Thresholds Construction of the project would result in emissions that would exceed SMAQMD thresholds for PM10 and PM2.5. Because SMAQMD’s construction BMPs are not included as part of the project, the thresholds for both PM10 and PM2.5 are 0 lb/day and 0 tpy. With implementation of the feasible SMAQMD’s BMPs identified in Mitigation Measure 3.1-2, the PM10 and PM2.5 emissions resulting from construction would not exceed applicable thresholds. Therefore, this impact would be less than significant with mitigation.

PS Mitigation Measure 3.1-2: Implement 2040 General Plan Policy The City shall ensure that construction and grading activities minimize shortterm impacts to air quality by employing appropriate measures and best practices. Refer to Basic Construction Emissions Control Practices (BMPs) recommended by the Sacramento Metropolitan Air Quality Management District (SMAWMD) (2040 General Plan Policy ERC-4.5).

As a condition of approval, construction contractors shall implement the following BMPs included in SMAQMD’s Basic Construction Emission Control Practices:
 water all exposed surfaces two times daily. Exposed surfaces include, but are not limited to soil piles, graded areas, unpaved parking areas, staging areas, and access roads;
 cover or maintain at least two feet or free board space on haul trucks transporting soil, sand, or other loose material on the site. Any haul trucks that would be traveling along freeways or major roadways should be covered;
LTS
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NI = No impact LTS = Less than significant PS = Potentially significant S = Significant SU = Significant and unavoidable City of Sacramento
Stockton Blvd Plan Draft EIR ES-7
Impacts
Significance
before
Mitigation
Mitigation Measures
Significance
after
Mitigation
 use wet power vacuum street sweepers to remove any visible trackout mud or dirt onto adjacent public roads at least once a day. Use of dry power sweeping is prohibited;
 limit vehicle speeds on unpaved roads to 15 miles per hour (mph);  complete construction of all roadways, driveways, sidewalks, parking lots as soon as possible. In addition, building pads should be laid as soon as possible after grading unless seeding or soil binders are used;  minimize idling time either by shutting equipment off when not in use or reducing the time of idling to 5 minutes [required by California Code of Regulations, Title 13, sections 2449(d)(3) and 2485]. Provide clear signage that posts this requirement for workers at the entrances to the site; and
 maintain all construction equipment is in proper working condition according to manufacturer’s specifications. The equipment must be checked by a certified mechanic and determined to be running in proper condition before it is operated.

Impact 3.1-3: Result in a Net Increase in Long-Term Operational Criteria Air Pollutant and Precursor Emissions That Exceed SMAQMDRecommended Thresholds Development in the Specific Plan Area would result in operational emissions of ROG and PM10 that would exceed SMAQMD thresholds due to the use of consumer products and operational vehicle emissions. Implementation of Mitigation Measures 3.1-3a and 3.1-3b would reduce PM emissions associated with future development through the implementation of measures to reduce exhaust and fugitive dust, inclusion of low-emission vehicles, and electric development. However, at this level of analysis, it cannot be guaranteed that these measures would sufficiently reduce PM emissions.

Thus, this impact would be significant and unavoidable.

SU Implement Mitigation Measure 3.5-1b. SU
Impact 3.1-4: Expose Sensitive Receptors to Substantial Pollutant Concentrations
Construction and operation of the proposed project could result in development occupied by sensitive uses within 500 feet of freeways or major roadways. Mitigation Measure 3.1-4 would require implementation of 2040 General Plan policies to reduce TAC emissions. However, these measures would not be sufficient to reduce impacts to a less-than-significant level.

Impacts would be significant and unavoidable.

SU Mitigation Measure 3.1-4: Implement 2040 General Plan Policies  Parking Lot Shading. The City shall review and amend the Parking Lot Shading Design and Maintenance Guidelines and Parking Lot Shading Ordinance as needed to promote tree health, growth, and maintenance of trees to reduce urban heat island impacts (General Plan Policy ERC-3.11).  Project Design. The City shall promote the incorporation of new technologies, materials, and design and construction techniques in private SU
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NI = No impact LTS = Less than significant PS = Potentially significant S = Significant SU = Significant and unavoidable City of Sacramento
ES-8 Stockton Blvd Plan Draft EIR
Impacts
Significance
before
Mitigation
Mitigation Measures
Significance
after
Mitigation
development projects that minimize air pollution, noise, excess heat, and other forms of pollution and its impacts. (General Plan Policy ERC-4.3)  Sensitive Uses. The City shall consult, as appropriate, with the Sacramento Metropolitan Air Quality Management District (SMAQMD) in evaluating exposure of sensitive receptors to toxic air contaminants, and will impose conditions, as appropriate, on projects to protect public health and safety (General Plan Policy ERC-4.4).
 Air Filtration Systems: The City shall explore opportunities to accelerate the installation of air filtration systems in existing buildings in partnerships with the Sacramento Metropolitan Air Quality Management District (SMAQMD) and other partners in the Sacramento region. Schools, nursing homes, and other sensitive uses within disadvantaged communities (DACs) and areas most affected by air quality issues should be prioritized (General Plan Policy EJ-A.2) (2040 General Plan Policy ERC-4.4)
Impact 3.1-5: Create Objectionable Odors Affecting a Substantial Number of People
The project would introduce construction-related odor sources into the area (e.g., temporary diesel exhaust emissions during construction). However, these odor sources would be temporary, intermittent, and dissipate rapidly from the source. The project would not introduce new odor sources identified by SMAQMD and therefore would not result in an odor impact. As a result, potential exposure of sensitive receptors to objectionable odors would be less than significant.

LTS No mitigation measures are required. LTS
Impact 3.1-6: Potential for the Implementation of the Specific Plan, in Combination with Other Development, to Contribute to a Significant Cumulative Air Quality or Odor Impact
Implementation of the proposed Specific Plan, in combination with other cumulative development in the area, would involve development and redevelopment activities within the Specific Plan Area. Through adherence to applicable regulatory requirements and implementation of project-specific mitigation, the contributions of individual projects under the Specific Plan within the cumulative context would be less than cumulatively considerable.

However, the Specific Plan would have a cumulatively considerable contribution to impacts related to operational emissions even with implementation of Mitigation Measures 3.1-3a and 3.1-3b. Therefore, impacts would be significant and unavoidable.

SU No additional mitigation is feasible to reduce the Specific Plan’s contribution to cumulative impacts other than Mitigation Measures 3.1-2, 3.1-3a, 3.1-3b, and

3.1-4.

SU
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NI = No impact LTS = Less than significant PS = Potentially significant S = Significant SU = Significant and unavoidable City of Sacramento
Stockton Blvd Plan Draft EIR ES-9
Impacts
Significance
before
Mitigation
Mitigation Measures
Significance
after
Mitigation
Biological Resources
Impact 3.2-1: 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 CDFW or USFWS
Implementation of the Stockton Boulevard Specific Plan could result in loss and disturbance of suitable nesting habitat for purple martin. Construction activity associated with future development could disturb active nests on or near the construction area, potentially resulting in nest abandonment by the adults and mortality of chicks and eggs. Mitigation would reduce the potential for impacts on purple martin through survey and avoidance requirements.

This impact would be less than significant with mitigation.

PS Mitigation Measure 3.2-1a: Avoid Direct Loss and Disturbance of Nesting Purple Martin
The City shall incorporate the following policy into the Specific Plan:
 Policy X: Purple Martin Avoidance
If vegetation removal, structure demolition, or ground disturbance is proposed between April and August, a qualified biologist shall conduct preconstruction surveys for nesting purple martin within 500 feet of the activities no more than 30 days before construction commences. A qualified biologist shall establish a non-disturbance buffer at a distance sufficient to minimize nest disturbance based on the nest location, topography, cover, the species’ sensitivity to disturbance, and the intensity/type of potential disturbance. The exclusionary buffer shall remain in place until the chicks have fledged or as otherwise determined appropriate by a qualified biologist. If a purple martin nest tree, or structure, (any tree or structure that has an active nest in the year the impact is to occur) must be removed, the tree/structure shall be removed between September and March, when not occupied.

Mitigation Measure 3.2-1b: Implement 2040 General Plan Policy  Biological Resources. The City shall ensure that adverse impacts on sensitive biological resources, including special-status species, sensitive natural communities, sensitive habitat, and wetlands are avoided, minimized, or mitigated to the greatest extent feasible as development takes place. (2040 General Plan Policy ERC-2.2)
LTS
Impact 3.2-2: Conflict with Any Local Policies or Ordinances Protecting Biological Resources, Such as a Tree Preservation Policy or Ordinance Implementation of the Specific Plan could result in adverse effects to “city” or “private protected” trees as defined in the City of Sacramento Tree Preservation ordinance. Through standard discretionary review practices, the City would ensure that future projects would not conflict with any local policies or ordinances protecting biological resources, including the Tree Ordinance.

This impact would be less than significant.

LTS No mitigation measures are required. LTS
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NI = No impact LTS = Less than significant PS = Potentially significant S = Significant SU = Significant and unavoidable City of Sacramento
ES-10 Stockton Blvd Plan Draft EIR
Impacts
Significance
before
Mitigation
Mitigation Measures
Significance
after
Mitigation
Impact 3.2-3: Potential for the Implementation of the Specific Plan, in Combination with other Development, to Contribute to a Significant Cumulative Impact to Biological Resources
Implementation of the Stockton Boulevard Specific Plan, in combination with other cumulative developments in the area, could result in cumulative impacts to sensitive biological resources. However, through the implementation of plan-specific mitigation measures, the contribution of the Stockton Boulevard would be less than cumulatively considerable. Impacts would be less than significant with mitigation.

PS No additional mitigation is required to reduce the Plan’s contribution to cumulative impacts beyond implementation of Mitigation Measures 3.2-1a and

3.2-1b.

LTS
Cultural Resources
Impact 3.3-1: Cause a Substantial Adverse Change in the Significance of a Historical Resource
Implementation of the Stockton Boulevard Specific Plan could lead to the alteration of known or previously unknown historic buildings and structures that could result in a substantial adverse change in the significance of one or more historical resources. Mitigation is recommended that would ensure the survey and evaluation of any historic-age building or structure prior to any physical alterations. However, there is no feasible mitigation available to ensure demolition, damage or destruction of historically significant resources would not occur. This impact is significant and unavoidable.

SU Mitigation Measure 3.3-1a: Code Enforcement
The City shall implement 2040 General Plan Policy HCR-2.5:
 Code Compliance. The City’s Code Enforcement, Building, and Preservation Planning Division staff shall work collaboratively to identify historic properties under code enforcement actions and facilitate repair work that brings historic properties into compliance, consistent with preservation best practices, including utilizing the State Historical Building Code to support preservation goals. (2040 General Plan Policy HCR-2.5)
Mitigation Measure 3.3-1b: Early Consultation
The City shall implement 2040 General Plan Policy HCR-1.6:
 Early Project Consultation. The City will continue to strive to minimize impacts to historic and cultural resources by consulting with property owners, land developers, tribal representatives, and the building industry early in the development review process as needed. (2040 General Plan Policy HCR-1.6)
Mitigation Measure 3.3-1c: Context Compatibility
The City shall implement 2040 General Plan Policies LUP-8.10 and LUP-8.11:
 Responsiveness to Context. The City shall require building and site design that respects and responds to the local context, including use of local materials and plant species where feasible, responsiveness to Sacramento’s climate, and consideration of cultural and historic context of Sacramento’s neighborhoods, corridors, and centers. (2040 General Plan Policy LUP-8.10)
 Neighborhood and Transitions. The City shall ensure that development standards facilitate transitions between areas that border one another so SU
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NI = No impact LTS = Less than significant PS = Potentially significant S = Significant SU = Significant and unavoidable City of Sacramento
Stockton Blvd Plan Draft EIR ES-11
Impacts
Significance
before
Mitigation
Mitigation Measures
Significance
after
Mitigation
that neighborhoods and districts maintain their own unique qualities. (2040 General Plan Policy LUP-8.11)
The City shall include the following implementing action in the Specific Plan:
 Action X: Avoidance or Minimization of Effects on Identified Historic Resources. If assessment of project impacts finds that a proposed project would have a significant impact on historic resources, the project applicant shall, in consultation with City of Sacramento Planning Division staff, determine whether the project can be feasibly redesigned or revised to avoid such impacts. If avoidance of historic resource(s) is not feasible, the project applicant shall seek to reduce the effect on historic resource(s) as much as possible through project design.

Mitigation Measure 3.3-1d: Identification of Historic Resources The City shall implement 2040 General Plan Policy HCR-1.18:
 Evaluation of Potentially Eligible Built Environment Resources. The City shall continue to evaluate all buildings and structures 50 years old and older for potential historic significance prior to approving a project that would demolish or significantly alter the resource. (2040 General Plan Policy HCR-1.18)
The City shall incorporate the following implementing action into the Specific Plan:
 Action X: Evaluate the Historic Significance of Age-Eligible Properties. If alteration or new construction is proposed on a parcel within the Plan Area which includes a building, structure, or landscape more than 45 years old (the typical age threshold applied by the California Office of Historic Preservation), the project applicant, at the request of the City’s Preservation Director, shall retain a professional who meets the Secretary of the Interior’s Professional Qualifications Standards for architectural history or history (as appropriate) to conduct an evaluation of the historic significance and eligibility of buildings, structures, and landscape features on the parcel for listing on the Sacramento Register of Historic and Cultural Resources (Sacramento Register) and California Register of Historical Resources (California Register).

Mitigation Measure 3.3-1e: Assessing Impacts
The City shall include the following implementing action in the Specific Plan:
 Action X: Assess Project Impacts on Eligible Properties. Projects proposing to alter buildings, structures, or landscape features found through evaluation to be eligible for listing on the California Register or National Register of Historic Places shall, at the direction of the City’s Executive Summary Ascent
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Preservation Director, be evaluated for adherence to the Secretary of the Interior’s Standards for the Treatment of Historic Properties. Potential direct and/or indirect effects on the identified historic resources shall be assessed according to CEQA Guidelines Section 15064.5(b). Mitigation Measure 3.3-1f: Design Consistency
The City shall implement 2040 General Plan Policy HCR-1.3:
 Compatibility with Historic Context. The City will continue to review new development, alterations, and rehabilitation/remodels for compatibility with the surrounding historic context and consistency with design guidelines/standards, including the Historic District Plans. The City shall pay special attention to the scale, massing, and relationship of proposed new development to complement surrounding historic environments. (2040 General Plan Policy HCR-1.3)
Mitigation Measure 3.3-1f: Demolition Mitigation
The City shall implement 2040 General Plan Policy HCR-1.10:
 Demolition. Consistent with Secretary of the Interior Standards, the City shall consider demolition of historic resources as a last resort, to be permitted only if rehabilitation or adaptive reuse of the resource is not feasible; demolition is necessary to protect the health, safety, and welfare of its residents; or the public benefits outweigh the loss of the historic resource. (2040 General Plan Policy HCR-1.10)
The City shall include the following implementing actions in the Specific Plan:
 Action X: Documentation of Identified Historic Resources. In cases where impacts to historic resources cannot be reduced through avoidance or project redesign to a less-than-significant level, the project applicant shall undertake historic documentation prior to issuance of building permits. Documentation may include completion of a Historic American Buildings Survey (HABS) Historical Report and accompanying HABS-style photographs. The appropriate level of photographic and narrative HABS documentation shall be determined by City Preservation Director based on the significance and associations of the resource.  Action XX: Interpretive Program. If a proposed project within the Plan Area would cause a significant impact to a historic resource, and the City Preservation Director deems that an interpretive program would be effective and feasible, the project applicant shall hire a qualified professional to develop an on-site interpretive program. An interpretive program would likely be deemed effective in cases where the resource(s) planned for alteration or demolition has particular significance to the Ascent Executive Summary
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history of Sacramento or within the community. The development of interpretive program content shall be conducted or overseen by a qualified professional who meets Secretary of the Interior’s Professional Qualification Standards for history, architectural history, or architecture (as appropriate), and approved by the City of Sacramento Planning Division staff. The interpretive program shall include, at a minimum, an on-site, publicly accessible exhibit with information about the property’s history, contribution to the history of the neighborhood and/or city, and relevant historic photographs or drawings.

Mitigation Measure 3.3-1g: Protection during Construction The City shall include the following implementing actions in the Specific Plan:
 Action X: Protection of Historic Resources During Construction. If a project within the Plan Area proposes demolition, alteration, or new construction within 25 feet of a building, structure, or feature which has been listed on the Sacramento Register, California Register, or National Register, or found eligible through evaluation for listing on the California Register or National Register, the project applicant shall incorporate into construction specifications for the proposed project a requirement that construction contractors use all feasible means to avoid damage to adjacent and nearby historic resources. Such methods may include maintaining a safe distance between the construction site and the historic resource, using construction techniques that reduce vibration (including alternatives to jackhammers and hoe-rams where possible), appropriate excavation shoring methods to prevent movement of adjacent structures, and adequate site security to minimize risks of vandalism and fire. This measure shall apply to historic buildings, structures, and site or landscape features both within and outside of the proposed project parcel.
 Action XX: Construction Monitoring Program for Historical Resources. If a project within the Plan Area proposes demolition, alteration, or new construction within 25 feet of a building, structure, or feature which has been listed on the Sacramento Register, California Register, or National Register, or found eligible through evaluation for listing on the California Register or National Register, the project applicant shall undertake a monitoring program to document and minimize damage to adjacent historic resources. Prior to the start of ground-disturbing project activity, the project applicant shall engage a historic architect or qualified historic preservation professional to undertake a pre-construction survey of historic resources within 25 feet of planned project activities to document Executive Summary Ascent
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and photograph existing conditions of the resource(s). The consultant shall conduct regular periodic inspections of each historic resource during ground-disturbing activity on the project site. Should damage to a historic resource occur, the contractor or consultant, as appropriate, shall immediately notify the project applicant. Any historic resource(s) damaged as a result of project activities shall be remediated to their preconstruction condition at the conclusion of ground-disturbing activity on the site. The consultant shall submit monthly monitoring reports, which shall include photographs from site inspections and reports of any observed damage, to the project applicant for the duration of monitoring activity. This mitigation measure may be implemented in combination with required mitigation measures for vibration, as appropriate.

Impact 3.3-2: Cause a Substantial Adverse Change in the Significance of Unique Archaeological Resources
Ground-disturbing activities associated with future development under the Specific Plan could result in discovery or damage of yet undiscovered archaeological resources as defined in State CEQA Guidelines Section 15064.5. Implementation of Mitigation Measures 3.3-2a through 3.3-2c would reduce the impacts to archaeological resources but not to a less-thansignificant level. Therefore, this would be a significant and unavoidable impact.

SU Mitigation Measure 3.3-2a: Regulations and Best Practices The City shall implement 2040 General Plan Policy HCR-1.14:
 Archaeological, Tribal, and Cultural Resources. The City shall continue to comply with federal and State regulations and best practices aimed at protecting and mitigating impacts to archaeological resources and the broader range of cultural resources as well as tribal cultural resources. (2040 General Plan Policy HCR-1.14)
Mitigation Measure 3.3-2b: Conduct Archaeological Survey Prior to Construction
The City shall include the following policy in the Specific Plan:
 Policy X: Upon direction of the City Preservation Director, the City shall require archaeological resources surveys for projects that include ground disturbance.

Mitigation Measure 3.3-2c: Identify Unanticipated Discoveries The City shall include the following implementation action for the above policy in the Specific Plan:
 Action X: In the event that archaeological resources or human remains are encountered during construction, work within 100 feet of the discovery shall cease until a notice to proceed is issued by the City. The applicant shall notify the City of Sacramento Manager of Environmental Planning Services or the City Preservation Director and shall comply with City direction, and federal and State regulations and guidelines regarding the treatment of cultural resources and human remains. The Coroner shall be notified in the event human remains are discovered; the applicant shall be responsible for the employment of a qualified archaeologist to advise regarding treatment of any artifacts.

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Impact 3.3-3: Disturb Human Remains
There are two cemeteries adjacent to Stockton Boulevard. While the Specific Plan does not propose any projects at these cemeteries, ground-disturbing construction activities associated with future development under the Specific Plan could uncover previously unknown human remains. Compliance with California Health and Safety Code Section 7050.5 and California Public Resources Code Section 5097 would ensure that this impact would be less than significant.

LTS No mitigation measures are required. LTS
Impact 3.3-4: Potential for the Implementation of the Specific Plan, in Combination with Other Development, to Contribute to a Significant Cumulative Impacts to Cultural Resources
Future development under the Specific Plan would result in significant and unavoidable impacts to historic resources and archaeological resources. Even with implementation of mitigation measures, the impacts would not be reduced to a less-than-significant level. The incremental contribution from future development under the Specific Plan to the cumulative loss of cultural resources is considerable. The cumulative impact is significant and unavoidable.

SU No additional mitigation is feasible to reduce the Specific Plan’s contribution to cumulative impacts other than Mitigation Measures 3.3-1a through 3.3-1g and

3.3-2a through 3.3-2c described above.

SU
Energy
Impact 3.4-1: Wasteful, Inefficient, or Unnecessary Consumption of Energy, During Project Construction or Operation
Construction of the project would involve targeted redevelopment which would conserve energy by lessening the need for project site preparation and grading throughout the Specific Plan Area. Construction activities would also only utilize the amount of energy required to complete the project and construction-related energy consumption would cease upon project completion. Operation of the project would result in the conservation and efficient use of energy by developing land uses near existing infrastructure, increasing density and subsequently increasing transportation energy efficiency and reducing fuel use. In addition, redevelopment of aging structures would improve the energy efficiency of the Specific Plan Area due to the application of contemporary building standards. For these reasons, the use of energy for construction and operation of development in the Specific Plan Area would not be considered wasteful, inefficient, or unnecessary. This impact would be less than significant.

LTS No mitigation measures are required. LTS
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Impact 3.4-2: Conflict with or Obstruct a State or Local Plan for Renewable Energy or Energy Efficiency
Because natural gas is assumed to be included in the design and operation of future development in the Specific Plan Area, the project could conflict with the building decarbonization and fossil fuel reduction goals of both the 2022 Scoping Plan and the City’s CAAP, and obstruct the implementation of these plans to achieve the State’s goals of reducing fossil fuel consumption and increasing energy efficiency. The market forces and the City continue to encourage development of all-electric projects. In addition, implementation of Mitigation Measure 3.4-2 would require future project applicants to provide EV charging parking to encourage the use of electric vehicles. This impact would be less than significant with mitigation.

PS Implement Mitigation Measure 3.5-1b.

Mitigation Measure 3.4-2: Electric Vehicle Charging Parking The City shall incorporate the following policy related to electric vehicle charging stations into the Specific Plan:
 Policy X: EV Parking Spaces
Applicants shall include the most recent CalGreen Tier 2 requirements pertaining to required EV parking spaces in the project design in order to meet the prerequisites for SMAQMD’s Tier 1 BMP 2.

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Impact 3.4-3: Potential for the Implementation of the Specific Plan, in Combination with Other Development, to Contribute to a Significant Cumulative Energy Impact
Cumulative development in the city and unincorporated county would increase regional energy demand. However, overall energy demand from projected development would not be wasteful or inefficient or obstruct plans for renewable energy or energy efficiency. The Specific Plan would allow for project design features that are not consistent with state plans related to renewable energy and could, therefore, result in a considerable contribution to a significant cumulative impact. With implementation of mitigation measure and the City’s continued encouragement for all-electric development, the project would not conflict with the goals of the 2022 Scoping Plan and the City’s CAAP to reduce natural gas utility use. Therefore, this impact would be less than significant with mitigation.

S Implement Mitigation Measures 3.5-1b and 3.4-2. LTS
Greenhouse Gas Emissions and Climate Change
Impact 3.5-1: Generate GHG Emissions, Either Directly or Indirectly, That May Have a Significant Impact on the Environment
Construction of the project would generate a total of approximately 77,763 MTCO2e over the 15-year construction period while project operations would generate a total of approximately 17,722 MTCO2e/year. This impact would be less than significant with mitigation.

S Mitigation Measure 3.5-1a: Implement 2040 General Plan Policies  Project Design. The City shall promote the incorporation of new technologies, materials, and design and construction techniques in private development projects that minimize air pollution, noise, excess heat, and other forms of pollution and its impacts. (2040 General Plan Policy ERC4.3)  Construction Emissions. The City shall ensure that construction and grading activities minimize short-term impacts to air quality by employing appropriate measures and best practices. Refer to Basic Construction LTS
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Emissions Control Practices (BMPs) recommended by the Sacramento Metropolitan Air Quality Management District (SMAQMD). (2040 General Plan Policy ERC-4.5)
 Regenerative Food System. The City shall encourage regenerative agriculture practices in urban agriculture uses, including carbonsequestering practices. (2040 General Plan Policy ERC-9.12)  Street Classification System. The City shall maintain a street classification system that considers the role of streets as corridors for movement but prioritizes a context-sensitive Complete Streets concept that enables connected, comfortable, and convenient travel for those walking, rolling, and taking transit. (2040 General Plan Policy M-1.1)  User Prioritization. The City shall prioritize mobility, comfort, health, safety, and convenience for those walking, followed by those bicycling and riding transit, ahead of design and operations for those driving. (2040 General Plan Policy M-1.2)
 Walking Facilities. The City shall work to complete the network of treeshaded sidewalks throughout the city, to the greatest extent feasible, by building new sidewalks and crossings, especially within the high-injury network, in disadvantaged communities, near high-ridership transit stops, and near important destinations, such as schools, parks, and commercial areas. Walking facilities should incorporate shade trees. (2040 General Plan Policy M-1.14).
 Improve Bicycling Connectivity. The City shall plan and seek funding for a continuous, low-stress bikeway network consisting of bicycling-friendly facilities that connect neighborhoods with destinations and activity centers throughout the city. (2040 General Plan Policy M-1.17) Mitigation Measure 3.5-1b: Implement the Greenhouse Gas Emission Reduction Actions of the Climate Action & Adaptation Plan  Future development projects under the Specific Plan shall incorporate GHG emissions reductions measures contained in the Climate Action and Adaptation Plan (CAAP). The CAAP includes the following measures: Eliminate natural gas in new construction (CAAP Measure E2).  Support infill growth to ensure that 90% of growth is in the established and center/corridor communities and 90% small-lot and attached homes by 2040, consistent with the regional Sustainable Communities Strategy.

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Project-level VMT should be 15% below (or 85% of) the regional average. (CAAP Policy E-5)
 Improve active transportation infrastructure to achieve 6% active transportation mode share by 2030 and 12% by 2045. (CAAP Policy TR-1)  Support public transit improvements to achieve 11% public transit mode share by 2030 and maintain through 2045. (CAAP Policy TR-2)  Achieve zero-emission vehicle adoption rates of 28% for passenger vehicles and 22% for commercial vehicles by 2030 and 100% for all vehicles by 2045. (CAAP Policy TR-3)
 Work to reduce organic waste disposal 75% below 2014 levels by 2025. (CAAP Policy W-1)
 Reduce water utility emissions (in MT CO2e per million gallon) delivered by 100% by 2030 and maintain that through 2045. (CAAP Policy WW-1)  Reduce wastewater emissions by 22% by 2030 and 40% by 2045. (CAAP Policy WW-2)
 Increase urban tree canopy cover to 25% by 2030 and 35% by 2045. (CAAP Policy CS-1)
Hazards and Hazardous Materials
Impact 3.6-1: Create a Significant Hazard to the Public or the Environment through the Routine Transport, Use, or Disposal of Hazardous Materials or through the Reasonably Foreseeable Upset and Accident Conditions Involving the Release of Hazardous Materials into the Environment
Construction and operation of development under the proposed Specific Plan would involve the use, storage, and transport of hazardous materials. Overall, such hazardous materials and activities would be typical for the types of projects that would be developed under the Specific Plan, and would occur in compliance with local, state, and federal regulations, which would minimize but not eliminate the potential for upset or accident conditions. Site-specific studies for future projects under the plan could reveal as-yet unknown environmental conditions during construction or operation. The impact to the public and the environment from exposure to these unknown hazardous materials and other hazards during construction, and/or from accidental release of hazardous materials during the routine transport, use, or disposal of hazardous materials would be potentially significant. Implementation of PS Mitigation Measure 3.6-1: Conduct a Phase I ESA
Prior to the issuance of a grading permit, project applicants for all future development projects within the Specific Plan Area shall complete a Phase I ESA (performed in accordance with the current ASTM Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment Process [E 1527]) for each individual property prior to development or redevelopment to ascertain the presence or absence of Recognized Environmental Conditions (RECs), Historical Recognized Environmental Condition (HRECs), and Potential Environmental Concerns (PECs).

The findings and conclusions of the Phase I ESA shall become the basis for potential recommendations for follow-up investigation, if found to be warranted.

Impact 3.6-2: Emit Hazardous Emissions or Handle Hazardous or Acutely Hazardous Materials, Substances, or Waste within 0.25 Mile of an Existing or Proposed School
Several schools are located in the vicinity of the Specific Plan Area. Although the nature and location of specific developments under the proposed Specific Plan are yet unknown, it is likely they would result in the routine transport, use, and storage of hazardous materials during construction and operation.

Such use, though not expected to generate hazardous emissions or handle acutely hazardous materials our waste, could be proposed or could result through accident or upset conditions within 0.25 mile of a school. This impact would be less than significant with mitigation.

PS Implementation of Mitigation Measures 3.5-1a through 3.5-1f as detailed under Impact 3.5-1 above would be required.

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Impact 3.6-3: Result in Significant Hazards to the Public or Environment due to Development on a Site which is Included on a List of Hazardous Materials Sites
The Plan Area contains several hazardous materials sites that are listed in the Geographic Environmental Information Management System’s GeoTracker and DTSC EnviroStor databases. Potential future development under the plan could be located on one or more of these sites, which could increase risk of exposure to hazardous materials associated with existing contamination.

Remediation activities are currently being managed for each individual property with residual contamination in accordance with applicable federal, state (e.g., RWQCB and DTSC), and local (e.g., SCEMD) procedures, protocols, and standards. This impact would be less than significant.

LTS No mitigation measures are required. LTS
Impact 3.6-4: Impair Implementation of or Physically Interfere with an Emergency Response Plan or Emergency Evacuation Area
The City’s Office of Emergency Services is responsible for ensuring that Sacramento's emergency response plans are up-to-date and implemented properly and communicating with other agencies for emergency response operations. Sacramento County’s Area Plan for Emergency Response to Hazardous Materials Incidences provides detailed guidance for mitigating PS Mitigation Measure 3.6-4: Prepare and enforce a Construction Traffic Management Plan
Prior to issuance of grading permits, the applicant shall submit to the City for review and approval a Construction Traffic Management Plan to minimize traffic impacts on all roadways at and near the work site affected by construction activities. The plan shall include construction and public (if applicable) access points, procedures for notification of road closures, LTS
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hazard events and ensures a coordinated response provided in cooperation with the City’s departments and other local, state, and federal agencies. The City of Sacramento implements and follows this plan.

As part of project operation of future development in the Specific Plan Area, adequate emergency access routes to and from the development area would be established and emergency response would not be impaired. However, construction activities associated with future development within the Specific Plan Area would involve truck traffic and temporary land/shoulder closures in work zones that could result in temporary land closures on certain roads, increased traffic, and other roadway conditions that could interfere with or slow down emergency vehicle access and services. With the implementation of Mitigation Measure 3.6-3, the risk of interference with emergency vehicle access during construction in the Specific Plan Area would be minimized by requiring all construction work to adhere to the construction traffic management plan. This impact would be less than significant with mitigation. construction materials delivery plan, a description of emergency personnel access routes during road closures, this plan shall ensure adequate access for emergency responders.

Impact 3.6-5: Potential for the Implementation of the Stockton Boulevard Specific Plan, in Combination with Other Development, to Contribute to a Significant Cumulative Impact to Hazards and Hazardous Materials Implementation of the proposed Specific Plan, in combination with other cumulative development in the area, would involve development and redevelopment activities within the Specific Plan Area. Through adherence to applicable regulatory requirements and implementation of project-specific mitigation, the contributions of individual projects under the Specific Plan within the cumulative context would be less than cumulatively considerable.

Impacts would be less than significant with mitigation.

PS Implementation of Mitigation Measures 3.6-1 and Mitigation Measure 3.6-4 as detailed under Impact 3.6-1 and Impact 3.6-4, respectively.

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Noise and Vibration
Impact 3.7-1: Generate a Substantial Temporary Increase in Noise Levels at Noise-Sensitive Land Uses in Excess of Standards Established by the City Code
Buildout of the Specific Plan would result in construction areas located in close proximity to existing noise-sensitive receptors. Most noise-generating construction activity would be performed during the daytime, constructionnoise-exempt hours per Section 8.68.080 of the City Code; however, it is possible that construction activity may be required during the evening and nighttime hours. Activities such as large continuous concrete pours needed for development associated with Specific Plan implementation and/or utility PS Mitigation Measure 3.7-1a: Implement 2040 General Plan Policies  Project Design. The City shall promote the incorporation of new technologies, materials, and design and construction techniques in private development projects that minimize air pollution, noise, excess heat, and other forms of pollution and its impacts (2040 General Plan Policy ERC4.3).  Construction Noise Controls. The City shall limit the potential noise impacts of construction activities on surrounding land uses through noise regulations in the City Code that address permitted days and hours of LTS
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improvements could be required outside of the construction timeframe restrictions established within Section 8.68.080 of the City Code. Thus, potential nighttime construction activities could expose nearby noise-sensitive receptors to noise levels that exceed City Code noise standards identified in

8.68.060. Mitigation Measures 3.7-1a and 3.7-1b would implement noise reduction measures to minimize construction noise and reduce noise exposure during nighttime activities. Compliance with these requirements would restrict construction operations to less sensitive time periods and would implement construction noise level reductions necessary for specific projects.

Thus, the impact would be less than significant with mitigation. construction, types of work, construction equipment, and sound attenuation devices. (2040 General Plan Policy ERC-10.9) Mitigation Measure 3.7-1b: New Policy for Goal E-1: Environment, Public Health, and Safety
The City shall include the following new policy in the Specific Plan:
 Policy XX: Implement additional measures to reduce constructionrelated noise.

For all projects in the Specific Plan Area that require a building permit, the City shall require that the contractor implement the following measures during all phases of construction:
 Construction hours shall be limited to 7:00 a.m. to 6:00 p.m. Monday through Saturday and between 9:00 a.m. and 6:00 p.m. on Sunday.

Construction outside of these hours may be approved through a development permit based on a site specific “construction noise mitigation plan” and a finding by the Director of Community Development or their designee that the construction noise mitigation plan is adequate to prevent excessive noise disturbance of affected residential uses. The site-specific development permit would allow for work outside normally permitted hours (e.g., overnight) subject to conditions of approval, including performance standards, imposed by the City to limit noise impacts.
 All heavy construction equipment and all stationary noise sources shall have manufacturer-installed mufflers. Mufflers and noise suppressors shall be properly maintained and tuned to ensure proper fit, function, and minimization of noise.
 Heavy-duty equipment shall be operated at the lowest operating power possible and shall be restricted in close proximity to sensitive receptors.
 For construction activity that occurs during nighttime hours, where available and feasible, equipment with back-up alarms shall be equipped with either audible self-adjusting backup alarms or alarms that only sound when an object is detected. Self-adjusting backup alarms shall automatically adjust to 5 dB over the surrounding background levels. All non-self-adjusting backup alarms shall be set to the lowest setting required to be audible above the surrounding noise levels.

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 To the extent that noise-generating outdoor construction activity needs to occur at night as part of a continuous construction activity, the activity shall be planned such that the portion that needs to take place closest to sensitive receptors takes place during less noisesensitive daytime hours. Temporary noise barriers shall be constructed, if needed, to screen noise-generating equipment when located near noise-sensitive land uses.
 If impact pile driving is required, sonic pile drivers shall be used, unless engineering studies are submitted to the City that show this is not feasible, based on geotechnical considerations.

Impact 3.7-2: Generation of Excessive Groundborne Vibration or Groundborne Noise Levels
Construction activity associated with implementation of the Specific Plan would generate short-term increases in vibration. Construction activity would predominately occur during daytime hours when sensitive receptors would not be as affected by groundborne vibration. Additionally, Mitigation Measures

3.7-2a and 3.7-2b would require that all measures to reduce impacts from construction vibration would be implemented for projects under the Specific Plan by requiring minimum setbacks to sensitive land uses, impact monitoring during pile driving activity, and use of alternative equipment when appropriate and feasible. Thus, the impact would be less than significant with mitigation.

PS Mitigation Measure 3.7-2a: Implement 2040 General Plan Policies  Interior Vibration Standards. The City shall require construction projects that are anticipated to generate significant vibration levels to use appropriate methods (i.e., type of equipment, low-impact tools, modifying operations, increasing setback distance, vibration monitoring) to ensure acceptable interior vibration levels at nearby residential and commercial uses based on the current City or Federal Transit Administration (FTA) criteria. (2040 General Plan Policy ERC-10.5)
 Vibration. The City shall consider the potential for vibration-induced damage associated with construction activities, highways, and rail lines in close proximity to historic buildings and archaeological sites. Where there is potential for substantial vibration-induced damage, the City shall require preparation of a Pre-Construction Survey and Vibration Management and Monitoring Plan, prepared by a qualified historic preservation specialist or structural engineer to document existing conditions, present appropriate methods to avoid or reduce potential vibration damage, monitor for excessive vibration, and ensure any damage is documented and repaired. (2040 General Plan Policy ERC10.7) Mitigation Measure 3.7-2b: New Policy for Goal E-1: Environment, Public Health, and Safety
The City shall include the following new policy in the Specific Plan:
 Policy XX: Implement additional measures to reduce constructionrelated vibration.  The following vibration control measures (or other equally effective measures approved by the City) shall be included in the plan:

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 To prevent structural damage, minimum setback requirements for different types of ground vibration-producing activities (e.g., pile driving) for the purpose of preventing damage to nearby structures shall be established based on the proposed activities and locations, once determined. Factors to be considered include the specific nature of the vibration producing activity (e.g., type and duration of pile driving), local soil conditions, and the fragility/resiliency of nearby structures. Established setback requirements can be breached if a project-specific site-specific vibration analysis is conducted by a qualified geotechnical engineer or ground vibration specialist that indicates that no structural damage would occur at nearby buildings or structures.
 To prevent disturbance to sensitive land uses, minimum setback requirements for different types of ground vibration producing activities (e.g., pile driving) shall be established based on the proposed activities and locations, once determined.
 Alternatives to traditional pile driving (e.g., sonic pile driving, jetting, cast-in-place or auger cast piles, etc.,) shall be considered and implemented where feasible to reduce vibration levels.
 Phase pile-driving and high-impact activities so as not to occur simultaneously with other construction activities, to the extent feasible.

The total vibration level produced could be significantly less when each vibration source is operated at separate times.

Impact 3.7-3: Exposure of Existing Sensitive Receptors to ProjectGenerated Traffic Noise Implementation of development associated with the Specific Plan would result in traffic increases along several modeled roadways in the vicinity of the Specific Plan Area, thus increasing traffic noise. A comparison of existing (2018) and future (2040) traffic noise identified seven roadways that would increase from below OPR’s residential exterior noise thresholds (i.e., 60 dB CNEL and 65 dB CNEL for single-family and multi-family residential uses, respectively) under existing conditions beyond them with the buildout of the project. Additionally, noise from nine of the modeled roadways would increase by more than 3 dB. Implementation of Mitigation Measure 3.7-3 would require the implementation of 2040 General Plan policies, which would reduce noise impacts to sensitive receptors; however, it cannot be guaranteed at this time that long-term traffic noise associated with development under the Specific S Mitigation Measure 3.7-3: Implement 2040 General Plan Policies  Exterior Noise Standards. The City shall require noise mitigation for all development where the projected exterior noise levels exceed those shown in Table ERC-1 [shown as Table 3.7-2 in this EIR], to the extent feasible. (2040 General Plan Policy ERC-10.1)
 Interior Noise Standards. The City shall require new development to include noise attenuation to assure acceptable interior noise levels appropriate to the land use, as follows:
 45 dB Ldn for residential, transient lodgings, hospitals, nursing homes, and other uses where people normally sleep; and
 45 dB Leq (peak hour with windows closed) for office buildings and similar uses. (2040 General Plan Policy ERC-10.3)
SU
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NI = No impact LTS = Less than significant PS = Potentially significant S = Significant SU = Significant and unavoidable City of Sacramento
ES-24 Stockton Blvd Plan Draft EIR
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Plan would be reduced below the applicable thresholds. Therefore, this impact would be significant and unavoidable.
 Alternative Paving Materials. The City shall continue to explore opportunities to use alternative pavement materials such as rubberized asphalt and porous pavement on residential roadways in order to reduce noise generation, extend maintenance cycles, and improve air quality and stormwater management. (2040 General Plan Policy ERC-10.8) Impact 3.7-4: Expose Noise-Sensitive Land Uses to Operational Stationary Noise that Exceeds Applicable Standards
Implementation of the Specific Plan would result in the development of areas with a high intensity mix of residential, commercial, office, and public uses.

Noise sources associated with these land uses include mechanical equipment such as heating, ventilation, and air conditioning (HVAC) units, backup generators, vehicular and human activity in parking lots, and activities at commercial/retail land uses. The City Code establishes noise standards for HVAC equipment. However, exact locations, building footprints, and building orientation have not been identified, and therefore, it is unknown specifically where future stationary noise sources could be located. Therefore, it is possible that new stationary noise sources could exceed City noise standards and result in excessive noise levels at existing sensitive receptors. The implementation of Mitigation Measures 3.7-1a and 3.7-3 would ensure that new stationary noise sources associated with development under the Specific Plan would be mitigated so as not exceed City exterior noise standards at sensitive receptors. This impact would be less than significant with mitigation.

PS Implement Mitigation Measure 3.7-1a: Implement 2040 General Plan Policies.

Implement Mitigation Measure 3.7-3: Implement 2040 General Plan Policies.

LTS
Impact 3.7-5: Potential for Implementation of the Specific Plan, in Combination with Other Development, to Contribute to a Significant Cumulative Noise Impact
Implementation of the Specific Plan, in combination with other cumulative development in the area, would involve a permanent increase in ambient noise. This permanent increase could contribute to significant noise impacts in the area. Although implementation of feasible mitigation measures would reduce plan-specific noise effects associated with implementation of the Specific Plan, all impacts may not be reduced to a less than significant level.

Therefore, within the cumulative context, impacts would be significant and unavoidable.

SU Implement Mitigation Measure 3.7-3: Implement 2040 General Plan Policies SU Ascent Executive Summary
NI = No impact LTS = Less than significant PS = Potentially significant S = Significant SU = Significant and unavoidable City of Sacramento
Stockton Blvd Plan Draft EIR ES-25
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Public Services and Recreation
Impact 3.8 -1: Result in Substantial Adverse Physical Impacts Associated with the Provision of Fire Protection and Emergency Services
Growth anticipated in the Specific Plan Area through the 2040 planning horizon, including the development of residential housing, would increase the population in the area. The increase in population would increase the demand for fire protection and emergency services. However, the SFP has identified potential new fire stations to be constructed in the City and potential reopening of Station 99. Station 99 would provide additional services to the Specific Plan Area. In addition, future development within the Specific Plan Area would be required to comply with existing regulations related to fire protection, which would decrease the demand for SFP services. This impact would be less than significant.

LTS No mitigation measures are required. LTS
Impact 3.8 -2: Result in Substantial Adverse Physical Impacts Associated with the Provision of Police Protection
Growth anticipated in the Specific Plan Area through the 2040 planning horizon, including the development of residential housing, would increase the population in the area. The increase in population would increase the demand for police protection services. The SPD has identified new police facilities to be constructed in the city, including the South Area Police Facility. The South Area Police Facility would have the potential to house 200 total staff, which would provide sufficient services to the Specific Plan Area. In addition, the Specific Plan includes policies E-1 and E-2 to improve public safety in the Specific Plan Area. Therefore, implementation of the Specific Plan would not require the construction of additional police facilities beyond those identified by the SPD. This impact would be less than significant.

LTS No mitigation measures are required. LTS
Impact 3.8 -3: Result in Substantial Adversely Physical Impacts Associated with the Provision of Schools
Growth anticipated in the Specific Plan Area through the 2040 planning horizon, including the development of housing, would increase the student population in the area. Implementation of the Specific Plan would generate approximately 524 students over the long-term buildout of the 2040 General Plan. The students would likely attend schools in the SCUSD. As indicated in Table 3.8 -2, public schools in the vicinity of the Specific Plan Area would have sufficient remaining capacity to accommodate the new students generated from the Specific Plan implementation. This impact would be less than significant.

Implementation of the SPLA Facility Master Plan would result in adequate library facilities to serve the potential population increase resulting from the Specific Plan. Implementation of the Specific Plan would not require construction of new or expanded library facilities. This impact would be less than significant.

LTS No mitigation measures are required. LTS
Impact 3.8 -5: Result in Substantial Adverse Physical Impacts Associated with the Demand for or Provision of New Parks and Other Recreational Facilities
Growth anticipated in the Specific Plan Area through the 2040 planning horizon, including the development of housing, would increase the population in the area. The increased population would result in an increased demand for parks and recreation facilities, which would exacerbate the City’s current deficiency in parks and recreation facilities and would create a need for construction or expansion of recreational facilities. Implementation of the Mitigation Measures 3.8 -5a and 3.8 -5b, and contribution to PIF, would ensure that adequate parks and recreation facilities would be available to serve the Specific Plan Area as development occurs. This impact would be less than significant with mitigation.

S Mitigation Measure 3.8 -5a: Implement 2040 General Plan Policies  Parkland Dedication Requirements. The City shall continue to require that new residential development projects contribute toward the provision of adequate parks and recreational facilities to serve the new residents, either through the dedication of parkland, the construction of public and/or private recreation facilities, or the payment of parkland in-lieu fees, consistent with the Quimby Ordinance. To achieve the level of service for all parkland in all areas of the city, the City shall seek other funding resources to prioritize park needs in park deficit areas. (2040 General Plan Policy YPRO-1.4)
 Incentivizing Onsite Public Facilities. The City shall continue to provide Park Impact Fee (PIF) credit for development projects that provide publicly accessible parks, plazas, and parkways onsite that promote active or passive recreational opportunities and serve as neighborhood gathering points. (2040 General Plan Policy YPRO-1.5)
 Non-Conventional Park Solutions. In densely built out urban areas of the city where the provision of large park spaces is not feasible, the City shall explore creative solutions to provide neighborhood park and recreation facilities that serve the needs of local residents and employees. Such solutions may include the following:
 Publicly accessible, privately-owned open spaces and plazas;  Rooftop play courts and gardens;
 Freeway underpass, utility corridor, and wide landscape medians;  Conversion of rails to rails with trails;
 Pocket parks and pedestrian areas in the public right-of-way; and LTS
Ascent Executive Summary
NI = No impact LTS = Less than significant PS = Potentially significant S = Significant SU = Significant and unavoidable City of Sacramento
Stockton Blvd Plan Draft EIR ES-27
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 The provision of neighborhood and community-serving recreational facilities in regional parks. (2040 General Plan Policy YPRO-1.8) Mitigation Measure 3.8 -5b: Identify Park and Recreation Facilities Through implementation of the 2040 Parks Plan, the City shall evaluate the equitable increase in public parkland and recreation facilities to serve the needs of the current and new residents within the Stockton Boulevard Specific Plan Area, that shall be developed as neighborhood parks or other nonconventional park solutions to be accessible within a 10-minute walk of residential land uses.

Impact 3.8 -6: Potential for the Implementation of the Specific Plan, in Combination with Other Development, to Contribute to a Significant Cumulative Impacts to Public Services and Recreation
Implementation of the Specific Plan, in combination with other cumulative development in the area, could increase demand for public services and recreation in the area. However, through the contribution to impact fees in accordance with applicable ordinances (e.g., Quimby and PIF ordinances) and implementation of Mitigation Measures 3.8 -5a and 3.8 -5b, the contributions of the Specific Plan within the cumulative context would be less than cumulatively considerable. Impacts would be less than significant with mitigation.

S Implement Mitigation Measures 3.8 -5a and 3.8 -5b described above. LTS Transportation and Circulation
Impact 3.9-1: Result in VMT Impacts on the Roadway System Implementation of the Specific Plan would result in less than a 16.8-percent reduction of passenger vehicle VMT per capita compared to the citywide baseline.

Even with implementation of mitigation measures, it cannot be guaranteed that a

16.8-percent VMT reduction would occur. This impact would therefore be significant and unavoidable.

S Mitigation Measure 3.9-1a: Project applicants shall prepare and implement a Transportation Demand Management (TDM) Plan to guide implementation of TDM strategies for development, as outlined below.

Prior to issuance of building permits, future projects shall submit to the City either a project-specific transportation analysis that demonstrates that the project would obtain the City’s VMT reduction target or a TDM Plan. Both documents shall be subject to review and approval by the City of Sacramento Department of Public Works. The TDM Plan shall be designed to reduce passenger vehicle VMT per capita to 34.22 (a 16.8-percent reduction from baseline passenger vehicle VMT per capita) or as close as deemed feasible by the City. The TDM Plan shall contain VMT reduction strategies identified in the Handbook for Analyzing Greenhouse Gas Emission Reductions, Assessing Climate Vulnerabilities, and Advancing Health and Equity (California Air Pollution Control Officers Association [CAPCOA] 2021) or an SU
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ES-28 Stockton Blvd Plan Draft EIR
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equivalent reference where the effectiveness of strategies is supported by substantial evidence.

The TDM Plan may include, but would not be limited to, the CAPCOA strategies listed in Table 3.9-3.

Table 3.9-3 Applicable CAPCOA Strategies
Category Measure Strategy
Description
VMT Mitigation Reduction
Potential
Land Use
T-1
Increase
Residential
Density
0 – 30.0 percent of GHG
emissions from project VMT in
Specific Plan Area, based upon
how much the residential density
of project exceeds 9.1 DU/acre
T-2
Increase Job
Density
0 – 30.0 percent of GHG
emissions from project VMT in
the Specific Plan Area, based
upon job density of project
development
T-3
Provide Transit
Oriented
Development

6.9 – 31.0 percent of GHG
emissions from project VMT in
Specific Plan Area, based upon
existing transit mode share in the
city
T-4
Integrate
Affordable and
Below Market
Rate Housing
0 – 28.6% of GHG emissions
from project multifamily
residential VMT, based upon
percent of multifamily units
dedicated as affordable
Neighborh
ood
Design
T-19A
Construct or
Improve Bike
Facility
0 – 0.8 percent of GHG
emissions from vehicles on
parallel roadways, based upon
percent of plan VMT that occurs
on the parallel roadway, number
of key destinations near project,
and facility type
Ascent Executive Summary
NI = No impact LTS = Less than significant PS = Potentially significant S = Significant SU = Significant and unavoidable City of Sacramento
Stockton Blvd Plan Draft EIR ES-29
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Significance
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T-20 Expand Bikeway
Network
0 – 0.5 percent of GHG
emissions from vehicle travel in
the community, based on trip
lengths and mode share
T-21-A/B
Implement
Carshare
Program
(Conventional or
Electric)
0 – 0.18 percent of GHG
emissions from vehicle travel in
the community, based upon
number and type of vehicles
deployed and project VMT
T-22-A/B/C
Implement
Bikeshare or
Scootershare
Program
(Pedal or
Electric)
0 – 0.07 percent of GHG
emissions from vehicle travel in
the community, based upon
proximity to share stations
Trip
Reduction
Programs
T-23
Provide
CommunityBased Travel
Planning
0 – 2.3 percent of GHG
emissions from vehicle travel in
the community, based upon
residences in community
Parking or
Road
Pricing/
Managem
ent
T-24
Implement
Market Price
Public Parking
(On-Street)
0 – 30 percent of GHG emissions
from vehicle travel in the
community, based upon VMT in
the area without the measure,
parking prices, and trips parking
on the street
Transit
T-25
Extend Network
Coverage or
Hours
0 – 4.6 percent of GHG
emissions from vehicle travel in
the community, based upon
transit service miles or hours in
community before expansion
T-26
Increase Transit
Service
Frequency
0 – 11.3 percent of GHG
emissions from vehicle travel in
the community, based upon
increase in transit frequency,
Executive Summary Ascent
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ES-30 Stockton Blvd Plan Draft EIR
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level of implementation, and
mode share
T-27
Implement
TransitSupportive
Roadway
Treatments
0 – 0.6 percent of GHG
emissions from vehicle travel in
the community, based upon
percent of transit routes that
receive treatments
T-28 Provide Bus
Rapid Transit
0 – 13.8 percent of GHG
emissions from vehicle travel in
the community, based upon
increase in transit frequency due
to BRT and level of
implementation
T-29 Reduce Transit
Fares
0 – 1.2 percent of GHG
emissions from vehicle travel in
the community, based upon
reduction in fare and percent of
routes with reduced fares
Sources: Handbook for Analyzing Greenhouse Gas Emission Reductions, Assessing Climate Vulnerabilities, and Advancing Health and Equity CAPCOA 2021, Fehr & Peers 2023.

Mitigation Measure 3.9-1b: Project applicants shall contribute to the City of Sacramento’s development impact fee program an amount determined by City, subject to the following conditions:

The contribution will only apply towards improvement projects that demonstrate VMT reduction potential per CAPCOA.

The contribution, when combined with the other fee revenue and city revenues, shall be sufficient to construct the applicable improvements prior to build-out of the proposed Specific Plan.

Impact 3.9-2: Impacts to Transit Facilities, Services, or Access The Specific Plan does not include goals, policies, and implementing actions that could adversely affect existing and planned public transit facilities or services or fail to adequately provide access to transit. However, implementation of the Specific Plan would have the potential to increase PS Mitigation Measure 3.9-2a: Monitor transit service performance and implement strategies to minimize delays to transit service.

The City of Sacramento shall coordinate with SacRT and other relevant transit operators to establish baseline on-time performance metrics for routes SU
Ascent Executive Summary
NI = No impact LTS = Less than significant PS = Potentially significant S = Significant SU = Significant and unavoidable City of Sacramento
Stockton Blvd Plan Draft EIR ES-31
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transit demand to exceed SacRT service and performance standards. Even with implementation of mitigation measures, it cannot be guaranteed that the impacts would be reduced to a less-than-significant level. This impact would therefore be significant and unavoidable.
operating on Stockton Boulevard in the vicinity of the Specific Plan Area consistent with established standards and methods.

Mitigation Measure 3.9-2b: Monitor transit service performance and implement transit service and/or facility improvements.

The City of Sacramento shall coordinate with SacRT and other relevant transit operators to establish baseline transit performance (i.e., loading, productivity, and on-time performance) and safety metrics for routes operating within the vicinity of the Specific Plan Area consistent with established standards and methods.

Impact 3.9-3: Impacts to Bicycle and Pedestrian Facilities or Access The Specific Plan would not adversely affect existing and planned bicycle and pedestrian facilities or fail to adequately provide access for bicycles and pedestrians. This impact would therefore be less than significant.

LTS No mitigation measures are required. LTS
Impact 3.9-4: Result in Geometric Design Features Inconsistent with Applicable Design Standards
The Specific Plan would not modify the baseline transportation system in a manner inconsistent with applicable design standards. This impact would therefore be less than significant.

LTS No mitigation measures are required. LTS
Impact 3.9-5: Potential for the Implementation of the Specific Plan, in Combination with Other Development, to Contribute to a Significant Cumulative Impacts to Transportation and Circulation System The incremental contribution from cumulative development along with the Specific Plan would result in significant cumulative impacts to VMT and transit facilities, services and access. The Specific Plan would result in significant and unavoidable impacts related to VMT and transit facilities, services and access. Even with implementation of mitigation measures, the impacts would not be reduced to a less-than-significant level. The cumulative impact is significant and unavoidable.

S Implement Mitigation Measures 3.9-1a, 3.9-1b, 3.9-2a, and 3.9-2b described above.

SU
Tribal Cultural Resources
Impact 3.10-1: Cause a Substantial Adverse Change in the Significance of a TCR
Future development under the Specific Plan could result in adverse impacts to resources with cultural value to a California Native American tribe. Implementation of mitigation measures would reduce impacts but not to a less-than-significant level.

The impact would be significant and unavoidable.

S Mitigation Measure 3.10-1a: Protect Discovered Cultural Resources If cultural resources (such as structural features, unusual amounts of bone or shell, artifacts, or human remains) are encountered at the project site during construction, work shall be suspended within 100 feet of the find (based on the apparent distribution of cultural materials), and the construction contractor shall immediately notify the project’s City representative. Avoidance and SU
Executive Summary Ascent
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ES-32 Stockton Blvd Plan Draft EIR
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preservation in place is the preferred manner of mitigating impacts to cultural resources. This will be accomplished, if feasible, by several alternative means, including:
 Planning construction to avoid archaeological sites and/or other cultural resources; incorporating cultural resources within parks, green-space or other open space; covering archaeological resources; deeding a cultural resource to a permanent conservation easement; or other preservation and protection methods agreeable to consulting parties and regulatory authorities with jurisdiction over the activity.
 Recommendations for avoidance of cultural resources will be reviewed by the City representative and other appropriate agencies, in light of factors such as costs, logistics, feasibility, design, technology and social, cultural and environmental considerations, and the extent to which avoidance is consistent with project objectives. Avoidance and design alternatives may include realignment within the project site to avoid cultural resources, modification of the design to eliminate or reduce impacts to cultural resources or modification or realignment to avoid highly significant features within a cultural resource.  If the discovered cultural resource can be avoided, the construction contractor(s), will install protective fencing outside the site boundary, including a 100-foot buffer area, before construction restarts. Use of temporary and permanent forms of protective fencing will be determined in consultation with Native American representatives from interested culturally affiliated Native American tribes.
 The construction contractor(s) will maintain the protective fencing throughout construction to avoid the site during all remaining phases of construction. The area will be demarcated as an “Environmentally Sensitive Area.”
If a cultural resource cannot be avoided, the following performance standard shall be met prior to continuance of construction and associated activities that may result in damage to or destruction of cultural resources:
 Each resource will be evaluated for California Register of Historical Resources (CRHR) eligibility through application of established eligibility criteria (California Code of Regulations 15064.636), in consultation with consulting Native American Tribes, as applicable.
 If a cultural resource is determined to be eligible for listing in the CRHR, the City will avoid damaging effects to the resource in accordance with Ascent Executive Summary
NI = No impact LTS = Less than significant PS = Potentially significant S = Significant SU = Significant and unavoidable City of Sacramento
Stockton Blvd Plan Draft EIR ES-33
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California PRC Section 21084.3, if feasible. The City shall coordinate the investigation of the find with a qualified archaeologist (meeting the Secretary of the Interior’s Professional Qualifications Standards for Archeology) approved by the City. As part of the site investigation and resource assessment, the City and the archaeologist shall c assess the significance of the find, make recommendations for further evaluation and treatment as necessary and provide proper management recommendations should potential impacts to the resources be determined by the City to be significant. A written report detailing the site assessment, coordination activities, and management recommendations shall be provided to the City representative by the qualified archaeologist. These recommendations will be documented in the project record.

Mitigation Measure 3.10-1b: Protect Discovered Human Remains If an inadvertent discovery of human remains is made at any time during project-related construction activities or project planning, the City the following performance standards shall be met prior to implementing or continuing actions such as construction, which may result in damage to or destruction of human remains. In accordance with the California Health and Safety Code (HSC), if human remains are encountered during ground-disturbing activities, the City shall immediately halt potentially damaging excavation in the area of the remains and notify the Sacramento County Coroner and a professional archaeologist to determine the nature of the remains. The Coroner is required to examine all discoveries of human remains within 48 hours of receiving notice of a discovery on private or State lands (HSC Section 7050.5[b]).

If the human remains are of historic age and are determined to be not of Native American origin, the City will follow the provisions of the HSC Section 7000 (et seq.) regarding the disinterment and removal of non-Native American human remains.

If the Coroner determines that the remains are those of a Native American, he or she must contact the Native American Heritage Commission (NAHC) by phone within 24 hours of making that determination (HSC Section 7050[c]).

After the Coroner’s findings have been made, the archaeologist and the NAHC-designated Most Likely Descendant (MLD), in consultation with the landowner, shall determine the ultimate treatment and disposition of the remains. The responsibilities of the City for acting upon notification of a Executive Summary Ascent
NI = No impact LTS = Less than significant PS = Potentially significant S = Significant SU = Significant and unavoidable City of Sacramento
ES-34 Stockton Blvd Plan Draft EIR
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discovery of Native American human remains are identified in California PRC Section 5097.9 et seq.

Mitigation Measure 3.10-1c: Implement 2040 General Plan Policies  Early Project Consultation. The City will continue to strive to minimize impacts to historic and cultural resources by consulting with property owners, land developers, tribal representatives, and the building industry early in the development review process as needed. (2040 General Plan Policy HCR-1.6)
 Indigenous Cultures. The City shall seek ways to recognize the peoples who first lived in, traveled, and traded in what is now the Sacramento area, by working with tribal representatives to preserve their identity, culture, and artifacts. Methods for recognizing tribal history and imagery may include, but are not limited to, the following:
 Public art that provides a Native American perspective including works by Native artists;
 Naming of parks and places that reflects local Native American heritage and/or restores tribal names;
 Parks and recreation programming that increases awareness of tribal heritage and culture (including through interpretive displays) and allows opportunities for craft sharing;
 Incorporation of traditional native plants into landscape design palettes. (2040 General Plan Policy HCR-1.13)
 Archaeological, Tribal, and Cultural Resources. The City shall continue to comply with federal and State regulations and best practices aimed at protecting and mitigating impacts to archaeological resources and the broader range of cultural resources as well as tribal cultural resources. (2040 General Plan Policy HCR-1.14)
 Treatment of Native American Human Remains. The City shall treat Native American human remains with sensitivity and dignity and ensure compliance with the associated provisions of California Health and Safety Code and the California Public Resources Code. The City shall collaborate with the most likely descendants identified by the Native American Heritage Commission. (2040 General Plan Policy HCR-1.15)  Endemic Traditions. The City shall seek ways to recognize the endemic traditions of various communities in Sacramento, including African American, Hispanic, Native, and Asian American communities, to promote the retention of Sacramento’s intangible cultural heritage, which Ascent Executive Summary
NI = No impact LTS = Less than significant PS = Potentially significant S = Significant SU = Significant and unavoidable City of Sacramento
Stockton Blvd Plan Draft EIR ES-35
Impacts
Significance
before
Mitigation
Mitigation Measures
Significance
after
Mitigation
may include oral traditions, performing arts, social practices and festive events, legacy businesses, knowledge and practices concerning nature and the universe, and traditional craftsmanship. (2040 General Plan Policy HCR-1.16)
 Evaluation of Archeological Resources. The City shall work in good faith with interested communities to evaluate proposed development sites for the presence of sub-surface historic, archaeological, and tribal cultural resources that may be present at the site. These efforts may include the following:
 Consideration of existing reports and studies,
 Consultation with Native American tribes as required by State law,  Appropriate site-specific investigative actions, and
 Onsite monitoring during excavation if appropriate. (2040 General Plan Policy HCR-1.17)
Impact 3.10-2: Potential for the Project, in Combination with Other Development, to Contribute to a Significant Cumulative Impact to Tribal Cultural Resources
Future development under the Specific Plan would result in significant and unavoidable impacts to TCRs. Even with implementation of mitigation measures, the impacts would not be reduced to a less-than-significant level.

The incremental contribution from future development under the Specific Plan to the cumulative loss of TCRs is considerable. The cumulative impact is significant and unavoidable.

S Implement Mitigation Measures 3.10-1a through 3.10-1c. SU Utilities and Service Systems
Impact 3.11-1: Require or Result in the Relocation or Construction of New or Expanded Water Infrastructure or Have Insufficient Water Supplies
Existing water supplies would be adequate to serve the short-term and longterm needs of the project. Project-generated water demands would not exceed water supplies available during normal, dry, and multiple dry years.

The existing water transmission and distribution system within the Specific Plan Area is adequate to serve the anticipated demand for water with the redevelopment of the area. Therefore, impacts related to water supply and infrastructure would be less than significant.

However, development within the Specific Plan Area may require improvements to existing wastewater conveyance and stormwater drainage infrastructure. Improvements to wastewater conveyance and stormwater drainage infrastructure would be implemented in accordance with the City’s Design and Procedure Manual and would be required to pay CSS impact fees. Individual project compliance with existing regulations would ensure that impacts associated with infrastructure improvement would be less than significant.

LTS No mitigation measures are required. LTS
Impact 3.11-3: Generate Solid Waste that Exceed the Capacity of Local Infrastructure and/or Reduction Goals
Implementation of the Specific Plan would not result in a substantial increase in solid waste and would, therefore, not result in the need to expand or construct new solid waste facilities. In addition, implementation of the Specific Plan would not conflict with any solid waste reduction goal and would comply with all state and local management and reduction statutes and regulations related to solid waste. Therefore, impacts related to solid waste would be less than significant.

LTS No mitigation measures are required. LTS
Impact 3.11-4: Require Construction of New/Expanded Electricity, Natural Gas, and Telecommunication Services and Facilities
Development proposed in the proposed Specific Plan may require expansion of electrical, natural gas, and telecommunication services and facilities within the Specific Plan Area. However, project applicants would coordinate with utility providers, and would comply with all laws and regulations related to utility improvements. Therefore, impacts related to electrical, gas, and telecommunication improvements would be less than significant.

LTS No mitigation measures are required. LTS
Ascent Executive Summary
NI = No impact LTS = Less than significant PS = Potentially significant S = Significant SU = Significant and unavoidable City of Sacramento
Stockton Blvd Plan Draft EIR ES-37
Impacts
Significance
before
Mitigation
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Significance
after
Mitigation
Visual Resources
Impact 3.12-1: Conflict with Applicable Zoning and Other Regulations Governing Scenic Quality
Implementation of the Stockton Boulevard Specific Plan would result in development and redevelopment of urban uses consistent with local zoning and land use regulations stated in Title 17 of the City’s Planning and Design Code, as well as resulting in development and redevelopment that is consistent and complementary to existing conditions. Future development of the Stockton Boulevard Specific Plan would implement Mitigation Measure

3.12-1 and the City’s Urban Design Guidelines to ensure the Specific Plan does not conflict with applicable zoning and other regulations that govern scenic quality. This impact would be less than significant with mitigation.

PS Mitigation Measure 3.12-1: Implement 2040 General Plan Policies  Compatibility with Adjoining Uses. The City shall ensure that the introduction of higher-intensity mixed-use development along major arterial corridors is compatible with adjacent land uses, particularly residential uses, by requiring features such as the following:
 Buildings set back from rear or side yard property lines adjoining single-unit dwelling residential uses;
 Building heights stepped back from sensitive adjoining uses to maintain appropriate transitions in scale and to minimize impacts to privacy and solar access;
 Landscaped off-street parking areas, loading areas, and service areas screened from adjacent residential areas to the degree feasible; or  Lighting shielded from view and directed downward to minimize impacts on adjacent residential uses. (2040 General Plan Policy LUP4.6)  Compatibility with Historic Context. The City shall continue to review new development, alterations, and rehabilitation/remodels for compatibility with the surrounding historic context and consistency with adopted design guidelines/standards, including the Historic District Plans. The City shall pay special attention to the scale, massing, and relationship of proposed new development to complement surrounding historic environments. (2040 General Plan Policy HCR-1.3)
 Responsiveness to Context. The City shall require building and site design that respects and responds to the local context, including use of local materials and plant species where feasible, responsiveness to Sacramento’s climate, and consideration of cultural and historic context of Sacramento’s neighborhoods, corridors, and centers. (2040 General Plan Policy LUP-8.10)
LTS
Impact 3.12-2: Create a New Source of Substantial Light or Glare which Would Adversely Affect Day or Nighttime Views in the Area The Stockton Boulevard Specific Plan would have the potential to increase nighttime lighting within the Plan Area as a result of new light sources attributed to proposed residential and mixed-use development. The Specific Plan would be subject to site plan and design review processes addressed by the City, as well as Mitigation Measure 3.12-1. All future development in the PS Implement Mitigation Measure 3.12-1 described above. LTS Executive Summary Ascent
NI = No impact LTS = Less than significant PS = Potentially significant S = Significant SU = Significant and unavoidable City of Sacramento
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Impacts
Significance
before
Mitigation
Mitigation Measures
Significance
after
Mitigation
Specific Plan Area would be subject to the review process, ensuring that the effects of glare and spillover light would be addressed. This impact would be less than significant with mitigation.

Impact 3.12-3: Potential for the Implementation of the Stockton Boulevard Specific Plan, in combination Other Development, to Contribute to a Significant Cumulative Impact Related to Aesthetics Implementation of the Specific Plan, in combination with other cumulative development in the area, could alter aesthetic conditions in the area. However, through the contribution of Title 17 of the Sacramento City Code, Specific Plan Policy CACC-2, and implementation of Mitigation Measures 3.12-1 and 3.12-2, the contributions of the Specific Plan within the cumulative context would be less than cumulatively considerable. Impacts would be less than significant with mitigation.

PS Implement Mitigation Measures 3.12-1 described above. LTS City of Sacramento
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1 INTRODUCTION
This draft environmental impact report (Draft EIR) evaluates the environmental impacts of the proposed City of Sacramento Stockton Boulevard Plan, which consists of the Specific Plan and the Neighborhood Action Plan. This Draft EIR has been prepared by the City of Sacramento as Lead Agency in accordance with the requirements of the California Environmental Quality Act (CEQA) (Public Resources Code [PRC] Section 21000 et seq.) and the State CEQA Guidelines. This chapter of the Draft EIR provides information on:
• the project requiring environmental analysis (synopsis); • the type, purpose, and intended uses of the Draft EIR; • the public review process;
• the scope of this Draft EIR;
• the organization of the Draft EIR; and
• standard terminology.

1.1 PROJECT REQUIRING ENVIRONMENTAL ANALYSIS
The Stockton Boulevard Plan consists of both a Specific Plan and a Neighborhood Action Plan. The Specific Plan provides a planning framework for making decisions about development and other activities within the Specific Plan Area. This includes land use regulations and policies that are consistent with the City of Sacramento’s 2040 General Plan and are designed to streamline the development process within the Specific Plan Area.

The Neighborhood Action Plan includes desired Priority Actions which are measures, procedures, or programs that are consistent with the 2040 General Plan and may or may not be carried forward by the City and/or community. These actions are not required to implement the Specific Plan and are not intended to restrict the City or community, or impose any obligations on either. Rather, these actions serve to document and provide a point-in-time reference of the community’s priorities to help inform future decisions about how funding and resources could be directed. As a result, the Neighborhood Action Plan acts as an information resource for future planning and decision-making but does not mandate any one action nor include any specific project commitments. Adoption of the Neighborhood Action Plan would not authorize development or any other improvements that would not otherwise be allowed. As a result, the Neighborhood Action Plan does not have the potential to result in physical environmental effects. Accordingly, this EIR focuses on the Specific Plan.

For further information on the proposed project, see Chapter 3, “Project Description.”

1.2 PURPOSE AND INTENDED USES OF THIS DRAFT EIR
An EIR is an informational document used to inform public-agency decision makers and the general public of the significant environmental impacts of a project, identify possible ways to minimize the significant impacts, and describe reasonable alternatives to the project that could feasibly attain most of the basic objectives of the project while substantially lessening or avoiding any of the significant Introduction Ascent
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environmental impacts. Public agencies are required to consider the information presented in the EIR when determining whether to approve a project.

This Draft EIR has been prepared pursuant to the requirements in Section 15168 of the State CEQA Guidelines for a “program EIR.” A program EIR evaluates an agency action that may consist of a series of actions, including subsequent project-specific application, related geographically or otherwise. Such subsequent projects would be subject to review to determine whether they could result in projectspecific effects that were not evaluated in this EIR. In such event, the City would require either a mitigated negative declaration or subsequent EIR.

1.2.1 Public Review Process
In accordance with CEQA regulations, a Notice of Preparation (NOP) was circulated on July 8, 2021, to responsible agencies, interested parties and organizations, and private organizations and individuals that may have an interest in the project. The NOP was also available at the Community Development Department offices at 300 Richards Blvd, 3rd Floor, Sacramento, CA 95811, and a scoping meeting was held on July 20, 2021, to solicit comments regarding the scope of the EIR in response to the NOP. The NOP and responses to the NOP are included in Appendix A of this Draft EIR. . During the public review and comments period as identified in the Notice of Availability, comments on environmental issues may be submitted to the City. The City is required to respond to written comments on environmental issues in the Final EIR.

Upon completion of the public review and comment period, a Final EIR will be prepared that will include written comments on the Draft EIR received during the public-review period, responses to those comments, and any revisions to the Draft EIR made in response to public comments. The Draft EIR and Final EIR together will make up the EIR for the project.

Before adopting the Stockton Boulevard Plan, the City of Sacramento is required to certify that the EIR has been completed in compliance with CEQA, that the decision-making body reviewed and considered the information in the EIR, and that the EIR reflects the independent judgment of the City as Lead Agency.

1.3 SCOPE OF THIS DRAFT EIR
This Draft EIR includes an evaluation of the following environmental issue areas as well as other CEQA-mandated issues (e.g., cumulative impacts, growth-inducing impacts, irreversible significant effects on the environment, significant unavoidable impacts, alternatives):
• Air Quality;
• Cultural Resources;
• Biological Resources;
• Cultural Resources;
• Energy;
• Greenhouse Gas Emissions and Climate Change;
• Hazards and Hazardous Materials;
• Noise and Vibration;
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• Public Services and Recreation;
• Transportation and Circulation;
• Tribal Cultural Resources;
• Utilities and Service Systems; and
• Visual Resources.

Under the CEQA statutes and the State CEQA Guidelines, a lead agency may limit an EIR’s discussion of environmental effects when such effects are not considered potentially significant (PRC Section 21002.1[e]; State CEQA Guidelines Sections 15128, 15143). Information used to determine which impacts would be potentially significant was derived from review of the project; review of applicable planning documents and CEQA documentation; feedback from public and agency consultation; and comments received during the scoping period (see Appendix A of this Draft EIR).

1.3.1 Environmental Issue Areas Not Evaluated in Detail The following topics are not evaluated in detail in this Draft EIR because effects would not be significant, as described below.

AGRICULTURAL AND FORESTRY RESOURCES
The Specific Plan Area is located in an area of Sacramento southeast of downtown. The plan area includes properties along a 4.5-mile-long stretch of the Stockton Boulevard corridor from Alhambra Boulevard to 65th Street encompassing approximately 353 acres.

According to the California Resources Agency’s Farmland Mapping and Monitoring Program, the plan area does not contain “Farmland,” which Appendix G of the State CEQA Guidelines defines as Prime Farmland, Unique Farmland, or Farmland of Statewide Importance. The plan area and surrounding lands are not subject to a Williamson Act contract, which is a financial instrument intended to facilitate continuation of agricultural uses. Implementation of the Specific Plan would not convert farmland to non-agricultural use, nor would it conflict with zoning for agricultural use or a Williamson Act contract.

The plan area does not include forest land or timberland and is not zoned for such uses.

Implementation of the Specific Plan would not result in the loss of forest land or conversion of forest land to non-forest use, nor would it conflict with existing zoning for, or cause rezoning of, forest land, timberland, or timberland zoned Timberland Production.

Implementation of the Specific Plan would not result in significant impacts related to agriculture and forestry resources, and this issue is not discussed further in this Draft EIR.

GEOLOGY AND SOILS
The Specific Plan Area is not located within a fault zone delineated on an Alquist-Priolo Fault Zoning Map, nor is it located within a seismically active area. No faults are mapped as crossing or trending towards the Specific Plan Area; therefore, the potential for surface rupture within the Specific Plan Area is considered low.

Moderate ground motion could occur as a result of faults in the surrounding area. However, any new structures built under the Specific Plan would be built in accordance with the California Building Introduction Ascent
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Standards, which provide minimum standards for building design in the State of California. Chapter 16 (Structural Design Requirements) includes regulations and building standards governing seismically resistant construction and construction techniques to protect people and property from hazards associated with excavation cave-ins and falling debris/construction materials. Chapter 18 of the Standards provides regulations regarding site excavations, foundations, retaining walls, and grading, including, but not limited to, requirements for seismically resistant design, foundation investigation, stable cut and fill slopes, and excavation, shoring, and trenching. Therefore, potential hazards associated with strong seismic ground shaking would be minimized.

Liquefaction is possible in areas of loose, sandy soils with a high-water content. As discussed above, any new buildings constructed under the Specific Plan would be built in accordance with the Standards, which provides regulations and building standards governing seismically resistant construction. Therefore, potential hazards associated with seismic-related ground failure (including liquefaction) would be minimized.

Grading and excavation activities performed during the construction of projects under the Specific Plan could result in the exposure of soil to potential wind and water erosion until effectively stabilized and revegetated. Construction projects disturbing 1 acre or more would be required to obtain coverage under the State Water Resources Control Board’s (SWRCB’s) Construction General Permit. All projects implemented under the Specific Plan that receive coverage under the SWRCB Construction General Permit would be subject to the statutes specified therein. Adherence to these statutes would minimize any soil impacts occurring from wind and water erosion.

The Specific Plan Area is located on relatively flat terrain. In general, landslide susceptibility is low in areas where slopes are low, even in weak ground material. Landslide susceptibility in the Specific Plan Area is low. However, portions of the Specific Plan Area are underlain by artificial fill and thick alluvial deposits that, in their present state, could become unstable during seismic ground motion. All projects authorized under the Specific Plan would comply with the CBC, which includes provisions for construction on unstable and expansive soils.

As required by the CBC, preparation of a preliminary soils report and/or geotechnical investigation would assess site-specific conditions and include measures to prevent unstable or expansive soils from becoming problematic, such as fill selection, moisture control, and compaction during construction. In Sacramento, commercial, institutional, and large residential buildings and associated infrastructure are required to reduce the exposure to potentially damaging seismic vibrations through seismic resistant design, in conformance with the most recent version of the CBC and any local amendments included within Chapter 15.20 of the City Code. Therefore, potential hazards associated with expansive soils would be minimized.

In the Specific Plan Area, there are no unique or unusual landforms that would be considered a unique geologic feature nor are there any known unique paleontological resources. Paleontological resources include fossil remains, as well as fossil localities and rock or soil formations that have produced fossil material. The Quaternary sediments of the Great Valley sequence, the geologic formation underlying the Specific Plan Area, include gravels and other alluvial sediments laid down by large river systems.

These deposits contain well-preserved vertebrate and plant fossils similar to the flora and fauna seen today. Development and redevelopment projects that include excavation could disturb paleontological resources if not managed appropriately. Both the Paleontological Resource Protection Act and Section 5097.5 of the California Public Resources Code protect vertebrate paleontological sites and other paleontological resources that are situated on land owned by, or in the jurisdiction of any city.

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Therefore, with adherence to these regulatory requirements, implementation of the Specific Plan would not result in significant impacts related to paleontological resources.

For the reasons above, implementation of the Specific Plan would not result in significant impacts related to geology and soils, and this issue is not discussed further in this Draft EIR.

HYDROLOGY AND WATER QUALITY
Wastewater Discharge
Projects constructed under the Specific Plan that disturb 1 acre or more would be subject to the Construction General Permit. In this case, projects carried out under the Specific Plan would require a National Pollutant Discharge Elimination System (NPDES) construction stormwater permit under the SWRCB General Construction Permit and would be subject to a Water Pollution Control Plan.

Consistent with these regulatory requirements, any runoff from such project sites in the Specific Plan Area would be contained by installing appropriate BMPs that would reduce and avoid substantial on- or offsite erosion and siltation or discharge of pollutants.

The Specific Plan Area is served by the Combined Sewer System (CSS) in the northerly half of the area northerly of 14th Avenue. The southerly half of the SBP area is served by collection systems conveying storm drainage and sanitary sewer flows separately; however, stormwater is conveyed to the CSS (NV5 2023). Drainage from project sites in the Specific Plan Area would flow into the storm drainage system to the Sacramento Regional Wastewater Treatment Plant (SRWTP) and be routed to the SRWTP headworks for treatment. There are also several drainage basins within the specific plan area and within those drainage basins, the stormwater is sent to the City's pump station where it is then pumped out to either the CSS system or a creek.

Treated stormwater is discharged in accordance with Regional San’s existing NPDES permit (Order R5-2016-0020) for discharge of treated effluent to the Sacramento River and wastewater would continue to drain into SRWTP’s general sanitary sewer drainage system. Both drainage systems are routed to the SRWTP headworks for treatment, and wastewater would continue to be discharged in accordance with Regional San’s existing NPDES permit. See Section 3.10, “Utilities and Service Systems,” for further discussion.

Compliance with these permitting requirements for construction and operation of projects carried out under the Specific Plan would ensure that no water quality standards or waste discharge requirements would be violated.

Groundwater Supply and Recharge
The Specific Plan Area is underlain by the South American subbasin, which is classified as a high priority basin by the Department of Water Resources. The City currently operates 28 permitted municipal groundwater supply wells within the city limits that pump from the two basins. These wells supply the city with about 20 million gallons per day (mgd) of reliable water for municipal use. The actual total capacity is larger, but varies due to maintenance activities, water quality of produced groundwater, and other factors. The City’s average groundwater deliveries from 2006 to 2017 were approximately 16 mgd. The Specific Plan Area is highly developed, and future projects carried out under the Specific Plan would not substantially increase impervious surfaces in the area compared to existing conditions. Therefore, projects carried out under the Specific Plan would not substantially interfere with groundwater recharge within the groundwater basin.

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Site Drainage and Stormwater Runoff
Construction of projects under the Specific Plan could involve excavation and movement of soil. These activities have the potential to cause or increase soil erosion and could discharge wastes into waterways in runoff. Compliance with existing requirements associated with the Water Pollution Control Plan and the General Order for Dewatering, if needed, would reduce potential erosion or siltation so that projects carried out under the Specific Plan would not result in substantial long-term effects on water quality. Stormwater pollution from project sites in the Specific Plan Area would be subject to a Water Pollution Control Plan. Drainage from the Specific Plan Area would continue to flow into the storm drainage system within the SRWTP site and be treated at the SRWTP. Projects under the Specific Plan would be required to implement BMPs that would reduce and avoid substantial on- or offsite erosion and siltation or discharge of pollutants.

Because the Specific Plan Area is already highly developed, projects under the Specific Plan would not result in a substantial increase in impervious surfaces that would result in flooding on- or off-site.

Projects under the Specific Plan would not substantially increase the runoff in the Specific Plan Area because the area of impervious surfaces would not change substantially with infill and redevelopment.

Projects would be required to provide a drainage study to determine if drainage mitigation is required onsite. Therefore, projects under the Specific Plan would not exceed existing or planned stormwater capacity or create a substantial increase in runoff.

Flooding
The Specific Plan Area and existing utilities are not within a 100-year floodplain. Projects carried out under the Specific Plan would not affect any waterways or redirect existing flows of a waterway.

The Specific Plan Area is not located within a designated flood hazard area, tsunami, or seiche zone.

The nearest large waterway is the Sacramento River, which could be subject to seiche. However, the Specific Plan Area is more than 1 mile from the river, and the potential for the Specific Plan Area to be affected by a seiche or release pollutants as a result of a seiche is very low.

For the reasons above, the project would not result in significant impacts related to hydrology and water quality, and this issue is not discussed further in this Draft EIR.

LAND USE AND PLANNING
The Specific Plan includes policies and land use designations that are consistent with the City’s 2040 General Plan. Therefore, any subsequent projects consistent with the Specific Plan would be consistent with the 2040 General Plan.

The land use policies under the Specific Plan are designed to improve the integration of districts along the Stockton Boulevard Corridor. Therefore, implementation of the Specific Plan would not divide the established community. Furthermore, the goals, regulations and policies under the Specific Plan are designed to facilitate and carry out the objectives of the 2040 General Plan in the Specific Plan Area.

As such, the Specific Plan would be consistent with any plans or programs under the 2040 General Plan that have the purpose of protecting the environment and environmental resources. The Specific Plan would not result in any changes to the existing land use that would conflict with established environmental plans and programs in the Specific Plan Area. For these reasons, implementation of the Specific Plan would not result in significant impacts related to land use and planning, and this issue is not discussed further in this Draft EIR.

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MINERAL RESOURCES
The plan area is not located within an area of known mineral resources. In addition, the plan area is not used for or zoned as a mineral resource area. Therefore, implementation of the Specific Plan would not result in a loss of availability of locally important mineral resources or a known mineral resource that would be of value to the region and the residents of the state. No significant impacts to mineral resources would occur, and this issue is not discussed further in this Draft EIR.

POPULATION AND HOUSING
The Specific Plan was developed as a means to accommodate the City’s anticipated population growth and housing needs through infill and redevelopment of an area served by existing infrastructure.

Through the planning process, the City verified that the Specific Plan Area has capacity on vacant and underutilized parcels in the Specific Plan Area to accommodate growth through 2040. The Specific Plan includes policies and actions that would implement the City’s citywide vision for growth and development within the Specific Plan Area. The mixed-use residential designation in the Specific Plan Area would accommodate an estimated 4,007 new units in the Specific Plan Area through 2040. Due to this capacity, the plan is not anticipated to increase unplanned development beyond the Specific Plan Area or result in a net loss in housing. The plan includes a focus on equitable economic growth and affordable housing that is designed to improve conditions for existing residents and business owners.

Substantial displacement would not occur. Therefore, the Specific Plan would not directly or indirectly lead to unplanned population growth or demand for housing, and the issue is not discussed further in this Draft EIR.

WILDFIRE
The plan area is not in or near the State Responsibility Area designated by the California Department of Forestry and Fire Protection. The City of Sacramento does not contain any land classified as a “Very High Fire Hazard Severity Zone.” Therefore, wildfire issues associated with lands under these designations are not discussed further in this EIR. The potential for implementation of the Specific Plan to expose people or structures to a significant risk of loss, injury, or death involving wildland fires is discussed in Section 3.5, “Hazards and Hazardous Materials.”

1.4 DRAFT EIR ORGANIZATION
This Draft EIR is organized into chapters, as identified and briefly described below. Chapters are further divided into sections (e.g., Chapter 3, “Environmental Impacts and Mitigation Measures” and Section

3.6, “Energy”):
• The “Executive Summary”: This chapter introduces the project; provides a summary of the environmental review process, effects found not to be significant, and key environmental issues; and lists significant impacts and mitigation measures to reduce significant impacts to a lessthan-significant level. • Chapter 1, “Introduction”: This chapter provides a synopsis of the project; a description of the type, purpose, and intended uses of this Draft EIR; a description of the scope of this EIR; a summary of the public review process; and a description of the organization of this EIR; and definitions of standard terminology used in this EIR.
• Chapter 2, “Project Description”: This chapter describes the location, background, and goals and objectives for the Project, and describes the project elements in detail.

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• Chapter 3, “Environmental Impacts and Mitigation Measures”: The sections in this chapter evaluate the expected environmental impacts generated by the Project, arranged by subject area (e.g., land use, hydrology and water quality). In each subsection of Chapter 3, the regulatory background, existing conditions, analysis methodology, and thresholds of significance are described. The anticipated changes to the existing conditions after development of the project are then evaluated for each subject area. For any significant or potentially significant impact that would result from project implementation, mitigation measures are presented and the level of impact significance after mitigation is identified. Environmental impacts are numbered sequentially within each section (e.g., Impact 3.2-1, Impact 3.2-2). Any required mitigation measures are numbered to correspond to the impact numbering; therefore, the mitigation measure for Impact 3.2-2 would be Mitigation Measure 3.2-2. • Chapter 4, “Alternatives”: This chapter evaluates alternatives to the Project, including alternatives considered but eliminated from further consideration, the No Project Alternative, and two alternative development options. The environmentally superior alternative is identified. • Chapter 5, “Other CEQA Sections”: This chapter evaluates growth-inducing impacts and commitment of nonrenewable resources and discloses any significant and unavoidable adverse impacts.
• Chapter 6, “Report Preparers”: This chapter identifies the preparers of the document. • Chapter 7, “References”: This chapter identifies the organizations and persons consulted during preparation of this Draft EIR and the documents and individuals used as sources for the analysis.

1.5 STANDARD TERMINOLOGY
This Draft EIR uses the following standard terminology:
• “No impact” means no change from existing conditions (no mitigation is needed). • “Less-than-significant impact” means no substantial adverse change in the physical environment (no mitigation is needed).
• “Potentially significant impact” means a substantial adverse change in the environment might occur (mitigation is recommended because potentially significant impacts are treated as significant).
• “Significant impact” means a substantial adverse change in the physical environment that would occur (mitigation is recommended).
• “Significant and unavoidable impact” means a substantial adverse change in the physical environment that would occur that cannot be avoided, even with the implementation of all feasible mitigation.

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2 PROJECT DESCRIPTION

2.1 OVERVIEW
This chapter presents a description of the proposed Stockton Boulevard Plan, including the Specific Plan, as well as its various components and characteristics and the discretionary approvals required to implement the plan.

There are two components to the Stockton Boulevard Plan: a Specific Plan and a Neighborhood Action Plan. The Specific Plan provides a planning framework for making decisions about development and other activities within the Specific Plan Area. The Specific Plan includes land use regulations and policies designed to streamline the development process within the Specific Plan Area and that are consistent with the City of Sacramento’s 2040 General Plan.

These actions are not required to implement the Specific Plan and are not meant to restrict the City or community, or impose any obligations on either, but rather to document and provide a point-in-time reference of the community’s priorities to help inform future decisions about how funding and resources could be directed. As a result, the Neighborhood Action Plan acts as an information resource for future planning and decision making, but does not mandate any one action nor include any specific project commitments. Adoption of the Neighborhood Action Plan does not authorize development or any other improvements that would not otherwise be allowed within the Neighborhood Study Area. As a result, the Neighborhood Action Plan does not have the potential to result in physical environmental effects. Accordingly, this environmental impact report, including this project description, focuses on the Specific Plan.

See Chapter 3, “Environmental Impacts and Mitigation Measures,” of this Draft EIR for a discussion regarding how the 2040 General Plan and Master EIR help inform the analysis of this EIR.

2.2 PROJECT LOCATION
The Stockton Boulevard Plan covers an area of Sacramento southeast of downtown. It is centrally located within the greater Sacramento region, which includes the cities of West Sacramento, Davis, and Woodland to the west; Elk Grove to the south; Rancho Cordova and Citrus Heights to the east; and Roseville and Rocklin to the north (Figure 2-1).

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Figure 2-1 Stockton Boulevard Plan Regional Location
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2.2.1 Specific Plan Area
The Specific Plan Area includes properties along a 4.5-mile-long stretch of the Stockton Boulevard corridor from Alhambra Boulevard to 65th Street. In total, the Specific Plan Area encompasses approximately 353 acres (Figure 2-2). The corridor is divided into the following corridor subareas from north to south: Entry to Midtown, Medical Center Campus, Traditional Neighborhood Commercial Storefronts, Community Commercial Center, and Little Saigon (Figure 2-3).

2.3 PLANNING CONTEXT
The framework to guide land use and urban form along the Stockton Boulevard corridor relies on citywide planning documents, including the City’s 2040 General Plan and Title 17 of the Sacramento City Code (the Planning and Development Code), which includes development standards and design guidelines that guide development within the City.

2.3.1 2040 General Plan
The 2040 General Plan establishes land uses for the City, including the Specific Plan Area, along with a framework of policies that guide design and urban form. The policies in the 2040 General Plan seek to promote mixed-use development along Stockton Boulevard and incentivize multi-unit housing and employment generating infill development on vacant and infill sites, such as large surface parking lots. 2040 GENERAL PLAN LAND USE DESIGNATIONS
The 2040 General Plan establishes land use designations that are applicable citywide. The Specific Plan relies on and is consistent with the 2040 General Plan’s land use designations and associated building intensity standards. The 2040 General Plan applies two land use designations in the Specific Plan Area: approximately 310 acres are designated Residential Mixed-Use and approximately 40 acres are designated Public/Quasi-Public (Figure 2-4). These designations are discussed further below.

Residential Mixed Use
The Residential Mixed Use land use designation is intended to foster vibrant, walkable areas with a high-intensity mix of residential, commercial, office, and public uses, where daily errands can be accomplished on foot, by bicycle, or by transit. The Residential Mixed Use land use designation applies principally in the Central City and the corridors. Allowable uses include the following:
• a full range of residential, retail, employment, entertainment, cultural, and personal service uses serving a communitywide market, such as restaurants, apparel stores, specialty shops, theaters, bookstores, hotels and motels, and research and development facilities; • general offices and community institutional uses, such as banks, financial institutions, care facilities, and medical and professional offices;
• assembly facilities; and
• compatible public and quasi-public uses
The majority of the Specific Plan Area is designated Residential Mixed Use.

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Figure 2-2 Specific Plan Boundaries
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Figure 2-3 Specific Plan Corridor Subareas
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Source: City of Sacramento 2024.

Figure 2-4 2040 General Plan Land Use Designations
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Public/Quasi-Public
The Public/Quasi-Public (P/QP) land use designation provides for governmental, utility, institutional, educational, cultural, religious, and social facilities and services that complement Sacramento’s neighborhoods, centers, and corridors. The P/QP designation applies to various locations throughout the community, often within a well-landscaped setting.

Allowable uses include the following:
• government buildings,
• public and private schools,
• schools/colleges,
• hospitals,
• cemeteries,
• airports,
• transportation and utility facilities, and
• other compatible public and quasi-public uses.

The area designated for Public/Quasi-Public uses is in the Little Saigon corridor subarea and is used for cemeteries (Home of Peace Jewish Cemetery and Sacramento Memorial Lawn) and educational facilities (Sacramento City Unified School District’s Serna Center Admissions Office and Charles A.

Jones Career and Education Center).

Floor Area Ratio
Floor area ratio (FAR) is a term used in city planning to measure the intensity or density of development on a site. It is the ratio of a building’s total floor area to the size of the land on which it is built. The FAR is calculated by dividing the total building floor area by the gross lot area and accounts for the entire floor area of a building, not simply the building’s footprint. The 2040 General Plan uses FAR as the regulatory standard for measuring intensity. The intent of doing this is to emphasize urban form and promote new housing production rather than consideration of the number of units in development. FAR standards that apply to the Specific Plan Area are shown in Figure 2-5.

FRUITRIDGE-BROADWAY COMMUNITY PLAN
The Fruitridge-Broadway Community Plan—a chapter of the 2040 General Plan—contains policies that address issues specific to the Fruitridge Broadway Area, which encompasses the Stockton Boulevard Plan Area. Policies encourage transit supportive uses, revitalization of Stockton Boulevard, and the relocation of nonconforming light-industrial uses from Stockton Boulevard. The Specific Plan is consistent with all policies in the 2040 General Plan, including the policies set forth in the FruitridgeBroadway Community Plan.

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Figure 2-5 2040 General Plan Maximum Allowed Floor Area Ratio Ascent Project Description
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2.3.2 Planning and Development Code
The City of Sacramento’s Planning and Development Code, set forth in Title 17 of the City Code, establishes the zoning regulations that implement the 2040 General Plan and dictates how land can be used, how much development can occur on a given parcel of land, and other physical controls for development that must be considered (e.g., setbacks, height, lot coverage), including development standards, and design guidelines. The Specific Plan relies on and is consistent with the Planning and Development Code.

2.3.2.1 Broadway-Stockton Special Planning District
The Specific Plan Area generally falls within the Broadway-Stockton Special Planning District (SPD).

The SPD, set forth in Chapter 17.404 of the Planning and Development Code, contains a list of prohibited uses that are considered incompatible with residential neighborhoods or that contribute to visual or economic blight:
• auto—sales, storage, rentals;
• bar, nightclub;
• transit vehicle—service, repair, storage;
• check-cashing center;
• alcoholic beverage sales, off-premises consumption (15,000 square feet or less of gross floor area);
• towing service; vehicle storage yard;
• mini storage; locker building; and
• auto—service, repair.

The Specific Plan contemplates amendments to the Broadway-Stockton Special Planning District.

These, and other amendments to Title 17, are discussed further below in the description of the Specific Plan’s “Implementing Actions.”

2.4 EXISTING CONDITIONS

2.4.1 Transportation and Access
Freeway access to the Specific Plan Area is via US 50 eastbound, off the X Street/Broadway exit; via the US 50/Business 80 freeway, with an off-ramp coming into 34th Street; as well as on-ramps onto SR 99, off 12th Street, Fruitridge Road, and 47th Avenue, adjacent to the Specific Plan Area. Local roadway access to the Specific Plan Area is provided from P Street and Alhambra Boulevard to the north; Broadway, 14th Avenue, 21st Avenue, Fruitridge Road, Lemon Hill Avenue, and Elder Creek Road in the east–west direction; and Stockton Boulevard, which continues south of the planning area.

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The Sacramento Regional Transit District (SacRT) provides bus and light rail services within and adjacent to the Specific Plan Area. There are five primary bus routes that operate along or intersect the Specific Plan Area: 68-Oak Park (Cosumnes River College to Arden Fair Mall), 138-Causeway connection, 38- Tahoe Park (University/65th Street Station to Sacramento Valley Station), 51-Stockton/Broadway (Florin Towne Center to Downtown 8th and F), and 61-Fruitridge (Florin Towne Center - Pocket Transit Center).

Route 81 circulates close to the Specific Plan Area, with a bus stop at Florin Towne Transit Centre northwest of the intersection of Florin Road and Stockton Boulevard. The 29th Street light rail station on the northern end of the Specific Plan Area is a major hub for several other SacRT bus lines connecting the rest of the city, including Elk Grove Transit Services (etran) bus lines. The nearest light rail station is located adjacent at the northern end of the Specific Plan Area at the 29th Street station, along 29/30th Streets and R Street. This stop serves the SacRT Gold Line (Downtown to Folsom).

2.4.2 Community Character
Stockton Boulevard was originally developed to serve as the primary connector between the cities of Stockton and Sacramento. For over 100 years, the corridor has been a hub of development and commerce. Once commercial development took off, the City of Sacramento annexed the northern portion of Stockton Boulevard, including the neighborhoods of East Sacramento, Elmhurst, and Oak Park.

Development within the Specific Plan Area and adjacent neighborhoods varies. North of 21st Avenue, including Elmhurst, Oak Park, Tahoe Park, and Colonial Heights, contain a variety of single-family homes dating to the late 19th and early 20th centuries. The Elmhurst neighborhood and Colonial Heights both have cohesive groupings of early 20th century homes around a wide landscaped boulevard. The Oak Park neighborhoods are dominated by older homes, with nearly one-third of the housing stock built before 1940. The majority of housing units in other neighborhoods were built between 1940 to 1959, with few new housing units built after 2000.

EXISTING LAND USES
The Specific Plan Area is primarily made up of commercial uses, at over 42 percent (149 acres) of the land area. Nearly 15 percent of the land area (52 acres) is used for office, 13 percent (45 acres) is vacant, and only 8 percent (28 acres) of the land is residential. Industrial land uses constitute another approximately 8 percent (26 acres) of the Specific Plan Area; 7 percent (24 acres) is used for healthcare; and other uses, including church/welfare, public/utilities, recreational, and miscellaneous uses account for the remaining 8 percent of land area. Existing land uses, based on 2022 data obtained from Sacramento County Assessor Parcel Data, are shown in Figure 2-6.

Ascent Project Description
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Stockton Boulevard Plan Draft EIR 2-11
Source: Data compiled by Ascent 2022.

Figure 2-6 Existing Land Uses in the Specific Plan Area (2022) Project Description Ascent
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2-12 Stockton Boulevard Plan Draft EIR

2.5 PROJECT OBJECTIVES
The overall goal of the Stockton Boulevard Plan is to provide for the orderly and systematic improvement and development of the Specific Plan Area in a manner that is consistent with the City and resident’s vision, and maximizes opportunities afforded by the area’s proximity to diverse, culturally rich neighborhoods and transit corridors. More specifically, the objectives of the Stockton Boulevard Plan are to:
• Accommodate growth that increases the long-term economic sustainability, equity and wellbeing, and protection of people living and working in the Specific Plan Area. • Provide for the orderly and systematic integration of land uses within the Specific Plan Area. • Facilitate new mixed-use development, reuse, and redevelopment within the Specific Plan Area. • Promote new infill residential development and redevelopment within the Specific Plan Area that supports a mixed-income community and a variety of housing choices, including market-rate and affordable housing options for low-income, very low-income, and extremely low-income households.
• Promote neighborhood-serving uses, including a grocery store and venue(s) for afterschool programs and activities for area youth.
• Enhance public recreation, use, and open space access in the Specific Plan Area. • Enhance the Stockton Boulevard corridor as a gateway and bridge connection between the City of Sacramento and unincorporated areas of Sacramento County to the south of the Specific Plan Area.
• Balance new investments with proactive protection and healing of the community, especially for residents and business owners that are Black, indigenous, and people of color. • Enhance the pedestrian and bicyclist environment along the corridor with safe routes to schools, parks, businesses, and other landmarks.
• Support and promote local businesses in the Specific Plan Area. • Protect, celebrate, and enhance the cultural and ethnic diversity, art, and community-centered character of the Stockton Boulevard corridor and its surrounding neighborhoods.

2.6 SUMMARY OF COMMUNITY OUTREACH AND PLAN

DEVELOPMENT
The Engagement Team (i.e., City staff and consultants) made a diligent effort to engage the community, partner organizations, and small businesses throughout the planning process. The planning process began in the summer of 2020 with an inventory of existing conditions. During the first phase, the Engagement Team gathered information about the Neighborhood Study Area and started to work on various existing conditions reports. The results of these reports were later used to inform the draft strategies.

In the fall of 2020, the City began identifying issues and priorities, identifying blind spots, focus points, issues, challenges, opportunities, and priorities. The Engagement Team put together a Resident Planning Team, consisting of residents that represented the diverse range of ethnic/cultural Ascent Project Description
City of Sacramento
Stockton Boulevard Plan Draft EIR 2-13
backgrounds, neighborhoods, and ages of people who live and work in close proximity to the corridor.

The Resident Planning Team advised the Engagement Team and was integral to developing the ideas to be included in the Stockton Boulevard Plan. In October 2020, the Engagement Team met with the Resident Planning Team to discuss the issues in the corridor and surrounding neighborhoods and how to engage residents in the planning process.

In 2021, the City worked on visioning and strategies (i.e., developing Neighborhood Action Plan Priority Actions); these were key community engagement opportunities. On February 10, 2021, the Resident Planning Team and Engagement Team held the first large meeting for the planning effort—Stockton Blvd Plan: Reflect, Connect, Affect. The workshop focused on understanding ideas for the future of the corridor. The Engagement Team held online community conversations on June 23 and July 1, 2021, centering around anti-displacement strategies and community ownership models. The City continued to meet with the Resident Planning Team throughout 2021, discussing the engagement activities as well as collecting ideas for what should be included in the plan. Throughout September and October of 2021, the Engagement Team held a series of engagement events to gain input from residents and business owners on potential strategies. These included:

1. Online Surveys in English, Spanish, Hmong, Cantonese, Mandarin, and Vietnamese.

2. Pop-up events at the library and two affordable housing projects on September 11, September 23, and October 21, 2021, respectively.

3. A multilingual discussion at Will C. Wood Middle School on September 22, 2021.

4. An online discussion on September 29, 2021.

5. Celebrate Stockton Boulevard on October 23, 2021. This celebration included a resource fair, entertainment, free food, and a chance to review draft strategies and provide input.

6. Harvest Festival on October 28, 2021. The Engagement Team held a Harvest Fest for the community members with food, raffle prizes, and a discussion about the future of Stockton Boulevard. Along with English, materials and staff were available for Chinese (Mandarin and Cantonese), Spanish, Hmong, and Vietnamese speakers.

A draft plan was prepared for internal review, followed by a community working version used to collect updates and ideas. The Community Working Version provided the Engagement Team a chance to work together with residents and business owners to ensure this document would reflect community priorities and values. From July to October 2022, the Engagement Team collaborated with residents and business owners on how to make the Stockton Boulevard Plan better. The engagement included:

1. An online version of the plan to collect comments, questions, and ideas.

2. An online anti-displacement community conversation on September 23, 2022, to review the plan’s anti-displacement framework and actions.

3. Spotlight on Stockton event on October 8, 2022, to hear from residents, businesses, and community members on what they love about the area and what matters most to them for the Stockton Boulevard Plan. This event included games, free food, and raffles. Interpreters were available for Hmong, Cantonese, Mandarin, Vietnamese, and Spanish speakers.

Project Description Ascent
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2-14 Stockton Boulevard Plan Draft EIR

4. Six meetings and consultation with multilingual/multicultural partners. The Engagement Team met with Community Ambassadors who advised on how best to engage the African-American, Hmong, Chinese, Hispanic, and Vietnamese communities.

5. Four pop-up events with translated materials and community ambassadors and/or interpreters for the appropriate languages. The Engagement Team hosted a table at the Mid Autumn Festival on September 10, 2022, and included a Vietnamese interpreter. On September 17, 2022, the Engagement Team had a table at La Superior, focused on Spanish and English speakers. On September 24,2022, a pop-up was held at A&A Market, which focused on Vietnamese and English speakers. The final pop-up was held at SF Market on October 13th and focused on Chinese and English speakers.

6. Stockton Boulevard Plan Office Hours. Between October 17 and October 27, 2022, City staff conducted open office hours, hosted by the Stockton Boulevard Partnership. While the office hours were open to all, the City focused on reaching business owners and property owners to discuss and provide input on the Community Working Version of the Stockton Boulevard Plan.

Based on this extensive outreach, an updated draft of the Stockton Boulevard Plan has been released for additional public review and input.

2.7 PLAN CHARACTERISTICS
The Stockton Boulevard Plan focuses on revitalizing and redeveloping the Stockton Boulevard commercial corridor in a way that benefits existing residents and businesses. The Specific Plan is a tool to attract and facilitate infill development in the Specific Plan Area. Anchoring the anticipated new development is Aggie Square at the UC Davis Medical Center. The Specific Plan has been coupled with a Neighborhood Action Plan to facilitate equitable community planning and ensure inclusive economic development is at the core of the Specific Plan and its implementation.

This planning effort aims to invest in Stockton Boulevard in a way that advances racial equity and addresses the needs of neighborhoods and residents that have been historically and disproportionately underserved. The Specific Plan Area focuses on urban mixed-use development that takes advantage of nearby key transit hubs. The Specific Plan aims to maintain the historic character and culture of the area while remaining accessible and affordable to current residents. Key aspects of the Specific Plan include:
• Maintaining an affordable and stable housing stock and preventing residential displacement.

2.7.1 Organization of the Plan
The Stockton Boulevard Plan establishes the community priorities, goals, policies, land use, infrastructure, regulatory framework, policies, development standards, and design guidelines to guide Ascent Project Description
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Stockton Boulevard Plan Draft EIR 2-15
future development of the Specific Plan Area. The Stockton Boulevard Plan document is comprised of 11 chapters, as outlined below.
• Chapter 1, “Introduction and Vision,” provides an overview of the goals, process and purpose, objectives, and contents of the Stockton Boulevard Plan. • Chapter 2, “Stockton Boulevard Community Overview,” summarizes the community history, local context, historic resources, cultural assets and sense of place, population characteristics, commercial market conditions, employment characteristics, and infrastructure for the Specific Plan Area.
• Chapter 3, “Community Engagement Summary,” presents the key inputs received from the community and the guiding principles and thematic concepts that will influence the form and design of the Specific Plan Area.
• Chapter 4, “Land Use,” describes the assets and challenges, land use strategy, existing policies, plans, and programs, and land use policies for the Specific Plan Area. • Chapter 5, “Housing,” Chapter 6, “Culture, Arts, and Community Character,” Chapter 7, “Inclusive Economic Development,” Chapter 8, “Environment, Public Health, and Safety,” and Chapter 9, “Community Engagement and Capacity Building,” describe existing policies, plans, and programs, as well as proposed (i.e. new) land use policies for the Specific Plan Area. • Chapter 10, “Infrastructure,” describes the infrastructure needs and recommended improvements; existing policies, plans, and programs; and proposed infrastructure policy. • Chapter 11, “Implementation,” addresses the planning context; action strategy; Specific Plan implementation matrix; Neighborhood Action Plan Priority Actions, CEQA streamlining; and facilities financing options.

Mobility and transportation are addressed through adopted transportation-specific documents, including the Stockton Boulevard Corridor Plan, incorporated by reference and available for review as Appendix F to the Stockton Boulevard Plan. The Stockton Boulevard Corridor Plan provides a vision to improve the corridor that includes:
• creating 15 new pedestrian crossings;
• implementing intersection improvements (signalization, better yielding to pedestrians, protected intersections, and reduced delay);
• adding 1.1 miles of bus-bike lanes, 1.4 miles of new bike facilities, and improvements to 2.7 miles of existing bike lanes;
• repurposing roadway spaces for plazas or gathering spaces; • adding 0.7 mile of tree-plantings on both sides of Stockton Boulevard from 21st Avenue to 47th Avenue;
• adding shelters to 23 bus stops; and
• adding 3 miles of lighting along sidewalks, crosswalks, and bus stops.

Project Description Ascent
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2-16 Stockton Boulevard Plan Draft EIR

2.7.2 Policy Framework
The Stockton Boulevard Plan is built around a framework of values, community priorities, goals, policies, and actions. The goals reflect the desired future, in line with the anti-displacement values. The goals reveal the ideal end result when the community priorities are addressed. The policies apply only to the Specific Plan Area and are meant to direct the City’s actions to achieve the end result described in the goals.

SPECIFIC PLAN POLICIES
If adopted, the Specific Plan would implement the following policies. These policies generally encourage inclusive community revitalization through support for programs that improve access to housing and commercial spaces.

Land Use Policies
• Policy LU-1: Activating Development. Encourage activities and land uses that utilize empty or underutilized spaces in the Specific Plan Area.
• Policy LU-2: Zoning Updates. Review the zoning for the Specific Plan Area to assess its compatibility with current community priorities.
• Policy LU-3: Reduce Parcel and Building Vacancies. Work with property owners and community members to reduce vacancies and increase community-supportive uses of vacant parcels and buildings in the Specific Plan Area.

Housing Policies
• Policy H-1: Keep People Housed. Support funding and programs that increase household resiliency and stability, alleviate issues that may contribute to a loss of housing, and contribute to increased home ownership.
• Policy H-2: Address the Needs of the Unhoused. Direct resources and programs into the Specific Plan Area to help unhoused people stay informed and supported in meeting their needs, especially for shelter and housing.
• Policy H-3: Welcome New Housing. Encourage the development of a wide variety of housing types within the Specific Plan Area to accommodate the diverse needs of residents, including a range of costs, sizes, ownership structures, and building types. • Policy H-4: Local Housing for Residents. Require developers of deed-restricted affordable housing units within the Specific Plan Area to market to residents living in the Neighborhood Study Area about opportunities to apply for available units.

Culture, Arts, and Community Character Policies
• Policy CACC-1: Public Spaces that Reflect Community Culture and History. Pursue establishment of accessible and active public spaces in the Specific Plan Area for all that reflect the community’s diverse culture and history.
• Policy CACC-2: Streetscape Beautification. Support efforts to provide increased comfort and visual interest in the Stockton Boulevard walking experience through enhancements such as unique crosswalk designs on side streets, art images on utility boxes and in the pavement, places to sit within both public and semi-public spaces, activations and installations, banners on light poles, and sculptures placed in small leftover areas of vacant and underutilized land.

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Stockton Boulevard Plan Draft EIR 2-17
• Policy CACC-3: Preserve and Celebrate/ Highlight Historic Resources of Social or Cultural Significance. Prioritize identifying, preserving, and enhancing historic resources in the Specific Plan Area that have social or cultural significance to the history of ethnic communities in the area, including African Americans, Native Americans, Vietnamese, Hispanic, Latino, lu Mien, Hmong, Chinese, and many other racial and ethnic communities in and around the corridor. • Policy CACC-4: Community Spaces. Support the expansion and improvement of affordable spaces for arts, nonprofit organizations, and other community-based organizations as part of new development or adaptive reuse of existing buildings. • Policy CACC-5: Vibrant Night Life. Encourage a lively, safe, and accessible nightlife scene that accommodates entertainment, events, and gatherings that attract diverse populations. • Policy CACC-6: Storytelling. Collaborate on opportunities to tell the story of the history and culture of the people in the Stockton Boulevard area through art, experiences, food and cultural tours, events, and other ways to engage the senses.
• Policy CACC-7: Culturally Relevant Public Art. Celebrate the artistic heritage of Stockton Boulevard and create opportunities for the community to participate in and lead the art-making dialogue and process.
• Policy CACC-8: Inclusive Arts and Cultural Offerings. Support diversity of history, culture, and community through inclusive arts and cultural offerings accessible to non-English speaking residents, seniors, and visually and hearing-impaired populations. • Policy CACC-9: Art and Music Activities. Embrace and foster art and music opportunities as cultural activities that define the Boulevard and create community cohesion.

Inclusive Economic Development Policies
• Policy IED-1: Support Diversity of Small Businesses. Support the cultural and ethnic diversity of the businesses along the corridor through funding, opportunities, programs, and technical inlanguage assistance to existing and new small business owners in establishing, maintaining, and growing their businesses.
• Policy IED-2: Workforce Training and Support. Support efforts that strengthen the workforce pipeline through training for living wage jobs and marketing job opportunities to nearby residents.

Environment, Public Health, and Safety Policies
• Policy E-1: Lighting. Encourage the addition of lighting along the Stockton Boulevard corridor to improve safety and create a sense of continuity and place. • Policy E-2: Safety. Promote coordination among various agencies, organizations, and individuals to address criminal activities and increase public safety.

Community Engagement and Capacity Building Policies
• Policy CE-1: Community Empowerment. Provide education, networking opportunities, and other resources to help individuals, business owners, neighborhood associations, and community-based organizations to solve issues affecting the community, advocate to governmental organizations, and contribute to the health and well-being of their communities.

Project Description Ascent
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2-18 Stockton Boulevard Plan Draft EIR
• Policy CE-2: Inclusivity and Accessibility. Support diversity of history, culture, and community through inclusive events, materials, and spaces accessible for all people, including Black, Indigenous, and people of color (BIPOC) residents, non-English speaking residents, seniors, youth, and people living with a disability.
• Policy CE-3: Neighborhood Meeting on Development Proposals. Require project applicants proposing new development projects within the Specific Plan Area that are subject to discretionary review and are greater than 10,000 square feet to host a neighborhood meeting prior to the applicant submitting a formal development application to the City. The neighborhood meeting will provide an opportunity for people who live in the surrounding neighborhood to learn about the project and have an opportunity to provide constructive feedback at the early stages of the project.

Infrastructure Policy
• Policy I-1: Support Infrastructure Improvements. Actively seek funding for the Stockton Blvd Specific Plan Area to improve infrastructure to protect and support existing and new developments. Look for funding opportunities that support co-benefits like affordable housing, public transportation, pedestrian/bicycle use, and anti-displacement.

ACTION STRATEGY
To support the policies set forth above, the Specific Plan includes “Implementing Actions,” which are actions, procedures, or programs intended to implement the Specific Plan’s policies. These Implementing Actions are clear and measurable actions with designated responsibilities and a timeframe in which the actions will be accomplished.

Specific Plan Implementing Actions
The following Implementing Actions are included in the Stockton Boulevard Plan:
• Implementing Action LU-1: Special Planning District. Update the north boundary of the Broadway-Stockton Special Planning District (Chapter 17.404 of the Sacramento City Code) to align with the Stockton Blvd Plan Specific Plan Area up to Alhambra Boulevard. Revise the prohibited or conditional uses, as well as meeting procedures for the Broadway-Stockton SPD in Planning and Development Code Chapter 17.404. (Specific Plan LU- 1; LU-2; LU-3) • Implementing Action LU-2: Broadway/Stockton Urban Design Plan. Update Planning and Development Code Chapter 17.404.050 Design guidelines and Chapter 17.404 BroadwayStockton Special Planning District to remove references to the Broadway/Stockton Urban Design Plan. (Specific Plan LU-2; LU-3)
• Implementing Action H-1: Accessory Dwelling Units. Continue to incentivize and facilitate construction of affordable Accessory Dwelling Units (ADUs) by educating homeowners and providing information about the process and by offering free permit-ready ADU plans. (Specific Plan H-1)
• Implementing Action CACC-1: Historic Landmark and District Nomination. Pursue the designation of eligible historic landmarks and districts for listing on the Sacramento Register to encourage their preservation and adaptive reuse in a manner consistent with the U.S. Secretary of the Interior Standards. Potentially eligible resources include but are not limited to the Colonial Theater, the Coca Cola Bottling Plant, San Francisco Boulevard, and the Sacramento Fire Department Engine Company #9. (Specific Plan CACC-3)
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Stockton Boulevard Plan Draft EIR 2-19
• Implementing Action CACC-2: Unique Community Assets. Maintain and enhance unique and historic buildings and spaces that make Stockton Boulevard memorable, such as Francisco Boulevard (east of Stockton Boulevard), Colonial Theater, Old Water Tower in Elmhurst, and Little Saigon. Conduct historical evaluations of identified buildings and spaces to uncover the social and development history of the Specific Plan Area and explore placemaking opportunities rooted in that history. In addition, conduct an historic resource survey of the corridor to identify those elements that reflect Stockton Boulevard’s former status as a part of the region’s old highway system. For example, highway-oriented commercial development such as old tourist motor courts/motels, auto service facilities, highway-oriented signage, early 20th-century fast food-diner style restaurants, and road design features that survive from that era. A model for such studies and preservation efforts might be the National Park Service’s (NPS) Route 66 Corridor Preservation Program. To the extent possible, pursue listings on the Sacramento Register of Historic & Cultural Resources. (Specific Plan CACC-3) • Implementing Action CACC-3: Cultural Night Life. Continue City efforts to support the night life industry through supportive permitting, business advocacy, and technical assistance, and creating new or supporting existing venues along Stockton Boulevard. (Specific Plan CACC-5) • Implementing Action IED-1: Small Business Access to Capital. Promote the City Office of Innovation and Economic Development’s referral network of lending partners to develop a program to assist local entrepreneurs and business owners with access to capital and resources to support business creation, retention, and expansion. Create pathways to existing programs like CA Capital and Small Business Development Centers (SBDC). Identify gaps in existing programs for BIPOC entrepreneurs in the Neighborhood Study Area. Pilot new programs (possibly within existing organizations) to address barriers and gaps in service delivery and support. (Specific Plan IED-1) • Implementing Action E-1: Well-Lit Streetscape. Continue to encourage new developments and infrastructure projects to include exterior lighting that improves streetscape conditions and the pedestrian experience. (Specific Plan E-1)
• Implementing Action CE-1: Community Ambassadors. Continue the Community Ambassadors program to serve as a liaison between the community and the City for the Stockton Blvd Plan Area’s underserved language/cultural groups. The Community Ambassadors consist of individuals who are already known by others in their communities and are willing to partner with the City to assist in reaching their community. Community Ambassadors represent specific demographics and languages in the City in order to build and maintain relationships with community partners and residents who also represent culturally and linguistically diverse populations and historically underrepresented communities. The City recognizes that many of the residents and business owners in the City do not feel comfortable interacting with the City directly because of either language or cultural barriers and even distrust of government systems, staff, or elected officials. By working with individuals known and trusted in the community, the City hopes to build trust and engagement with the broader community to ensure that barriers do not prevent access to information, resources, and opportunities. (Specific Plan CE-1) • Implementing Action CE-2: Volunteerism. City’s Volunteer Services Coordinator will continue to facilitate volunteerism and make it easy and appealing for residents to volunteer by advertising a variety of opportunities. (Specific Plan CE-1) • Implementing Action CE-3: Residents’ Knowledge Base. Continue to develop knowledge base of residents to fully participate in City and community decision-making through training and civic Project Description Ascent
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2-20 Stockton Boulevard Plan Draft EIR
academies, such as Planning Academy, City Manager’s Academy, short videos and graphics, and disseminating information through social media. (Specific Plan CE-1) • Implementing Action CE-4: Community Events Support. Continue to provide support for community events; reduce barriers (e.g., fees, policing, permitting requirements) for community events; and explore ways to allow community and/or neighborhood policing at local community events. (Specific Plan CE-1)
• Implementing Action CE-5: Establish Neighborhood Meeting Process. Create guides, templates, and other materials to support applicants with having effective community meetings about development projects. (Specific Plan CE-2)
• Implementing Action I-1: Water System Improvements. Implement proposed improvements to the existing water system to accommodate future growth as identified in the Stockton Blvd Plan Utility Infrastructure Report (Appendix D [of the Stockton Boulevard Plan]). (Specific Plan I-1) • Implementing Action I-2: Infrastructure Improvements. Actively seek funding, including from local financing mechanisms (such as an enhanced infrastructure financing district [EIFD]), for the Specific Plan Area to enhance infrastructure for existing and new developments. Look for funding opportunities that support co-benefits like affordable housing, public transportation, pedestrian/bicycle use, and anti-displacement. (Specific Plan I-1) • Implementing Action I-3: Grants and Local, State or Federal Funding. Facilitate collaborative funding opportunities among City departments, including grants or local, State, or federal funding. This would include local financing mechanisms (such as a potential enhanced infrastructure financing district [EIFD]). Use cross-departmental teams to brainstorm, research, and pursue funding for the actions throughout this document. (Specific Plan I-1)

LAND USE STRATEGY
The Specific Plan adopts the land uses and design standards set forth in existing city documents, including the 2040 General Plan, the City’s Planning and Development Code, and various design guidelines. As described above, the Specific Plan references the 2040 General Plan land uses and associated building intensity standards, as described above.

2.7.3 Growth and Buildout Projections

BUILDOUT PROJECTIONS
The Specific Plan Area includes over 22 acres of vacant sites and many underutilized parcels.

Opportunities along the corridor include reuse and infill of vacant buildings and storefronts, development of paved parking lots, the creation of community spaces, neighborhood parks, and streetscape, and infrastructure improvements. Figure 2-7 identifies vacant and underutilized areas within the Specific Plan Area that could be redeveloped, including the $1 billion Phase One Aggie Square Development at UC Davis. These vacant and underutilized areas, along with a list of residential and mixed-use projects that are in the pipeline to be developed (as of December 2021), form the basis for the buildout projections.

Ascent Project Description
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Stockton Boulevard Plan Draft EIR 2-21
Source: Data compiled by Ascent in 2022.

Figure 2-7 Vacant and Underutilized Areas in the Specific Plan Area Project Description Ascent
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2-22 Stockton Boulevard Plan Draft EIR
Buildout in the Specific Plan Area assumes the development of 4,077 new units of housing and an estimated 372,116 square feet of commercial space.1
2040 GENERAL PLAN GROWTH PROJECTIONS
Buildout projections, based on the future developed potential under the 2040 General Plan, provide an important long-term outlook and are essential for holistic community planning. For example, the buildout estimates serve as a means of assessing infrastructure needs within the Specific Plan Area. However, buildout of all the vacant and underutilized parcels identified in the Specific Plan would occur over a span of decades and is not anticipated to occur within the 2040 planning horizon of the General Plan. The 2040 horizon year is established in the 2040 General Plan because it represents a planning period in which future conditions are reasonably foreseeable. Planning projections are regularly updated in response to changing conditions and the needs of the community. For the purpose of this EIR, the City has evaluated the effects of implementing the Stockton Boulevard Plan through 2040, based on the growth projections used in the 2040 General Plan. The 2040 General Plan assumes development of 2,007 dwelling units and the addition of 5,819 employment opportunities within the Specific Plan Area.

In addition to the Aggie Square Phase One development at UC Davis, there are several approved housing developments, including nearly 1,800 units of housing, of which at least 700 units will be affordable to lower-income residents. The plan includes Policies and Implementing Actions that would enhance circulation (primarily transit, bicycle, and pedestrian) within and through the Specific Plan Area, including connections to the Florin Towne Transit Centre, 29th Street light rail stop, and surrounding neighborhood roadways, and enhance and build upon existing amenities, including Miller Regional Park.

The Stockton Boulevard Plan is also designed to reflect and dovetail with current and recently adopted City plans and nearby design efforts, including the Mill at Broadway development, the Broadway Bridge, the Broadway Complete Streets Plan, and the Central City Specific Plan.

2.8 INFRASTRUCTURE IMPROVEMENTS
The Stockton Boulevard Plan Utility Infrastructure report (NV5 2022) identifies utilities and service systems capacity constraints that could result from buildout of the Specific Plan Area and recommended improvements. These, and other necessary improvements, may occur within the Specific Plan Area in conjunction with implementation of the Stockton Boulevard Plan. The Stockton Boulevard Plan Utility Infrastructure report is included as Appendix D to the Stockton Boulevard Plan.

2.8.1 Infrastructure Needs and Recommended Improvements

WATER SYSTEM
Domestic water in the Specific Plan Area is provided by the City of Sacramento. The City uses both surface water and groundwater to meet the water demands. Generally, the City has sufficient water supply for development consistent with the growth assumptions envisioned by the City’s 2040 General Plan.

The City differentiates the water mains into two distinct categories: water distribution mains and water transmission mains. Water distribution mains are smaller pipelines located in the streets and alleys 1 Because infrastructure needs had already been analyzed and infrastructure improvements for Aggie Square will be implemented through a separate process, the buildout projections for the Specific Plan Area do not include the estimated 949,790 of nonresidential gross square feet (GSF) that are part of the Aggie Square project.

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Stockton Boulevard Plan Draft EIR 2-23
used for water services. Water transmission mains are larger pipelines used to convey water to the distribution mains. The Specific Plan Area is generally served by an extensive system of service mains ranging in size from 6 inches to 12 inches in diameter. There are no active wells or reservoirs within the limits of the Specific Plan Area.

The following improvements are necessary to support buildout of the Stockton Boulevard Plan:
• Smaller 6-inch water mains may need to be upsized to 8 inch minimum. • The existing 8-inch dead-end water main located in Stockton Boulevard would be extended north of Southwest Avenue.
• The existing 6-inch dead end water main located in Young Street would be extended east to connect to the new 8-inch water main in Stockton Boulevard. • The existing 8-inch dead-end water main located in Stockton Boulevard at El Paraiso Avenue would be extended north to the 12-inch water main located in Lemon Hill Avenue to loop the system.

Construction and operation of this infrastructure is a component of the plan evaluated in this analysis.

2.9 RESPONSIBLE AND TRUSTEE AGENCIES
This EIR is intended to be used by responsible and trustee agencies (as defined by Sections 15381 and 15386 of the State CEQA Guidelines) that may have review or discretionary authority over subsequent individual projects implemented under the proposed Stockton Boulevard Plan. Agencies in addition to the Lead Agency that may also use this EIR in their review of subsequent individual projects implemented under the proposed Stockton Boulevard Plan or that may have responsibility over approval of certain project elements may include, but are not limited to, the following:

2.9.1 State
• California Department of Fish and Wildlife (CDFW)
• California Department of Health Services (DHS)
• California Public Utilities Commission (CPUC)
• California Department of Transportation (Caltrans)
• California Department of Toxic Substances Control (DTSC) • California Office of Statewide Health Planning and Development (OSHPD) • California State Lands Commission (CSLC)
• Central Valley Flood Protection Board (CVFPB)
• Central Valley Regional Water Quality Control Board (CVRWQCB) Project Description Ascent
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2-24 Stockton Boulevard Plan Draft EIR

2.9.2 Local
• Capitol Area Development Authority (CADA)
• University of California Davis, Sacramento (UC Davis) • Sacramento Housing and Redevelopment Authority (SHRA) • Sacramento Metropolitan Air Quality Management District (SMAQMD) • Sacramento Municipal Utility District (SMUD)
• Sacramento Regional County Sanitation District (SRCSD) • Sacramento Regional Transit (SacRT)

2.10 PERMITS AND APPROVALS REQUIRED

2.10.1 City of Sacramento
Adoption of the proposed Stockton Boulevard Plan is anticipated to require, but may not be limited to, the following City actions:
• certification that the EIR was completed in compliance with CEQA and that the decision-making body has reviewed and considered the information in the document; • adoption of a Mitigation Monitoring Plan (MMP), which specifies the methods for monitoring mitigation measures required to eliminate or reduce the project’s significant effects on the environment;
• adoption of Findings of Fact, and for any impacts determined to be significant and unavoidable, a Statement of Overriding Considerations; and
• approval of the Stockton Boulevard Plan.

Subsequent individual projects implemented under the proposed Stockton Boulevard Plan would be anticipated to include, but may not be limited to, the following actions by entities other than the City:
• approval of a construction activity stormwater permit, including a Stormwater Pollution Prevention Plan, by CVRWQCB;
• approval of a GO-88B permit to modify an at-grade railroad crossing by CPUC; • approval of a pre-treatment permit from SRCSD to allow discharges associated with construction dewatering to the combined sewer system; and • approval of a stationary source permit from SMAQMD.

City of Sacramento
Stockton Blvd Plan Draft EIR 3-1
3 ENVIRONMENTAL IMPACTS AND MITIGATION

MEASURES

APPROACH TO THE ENVIRONMENTAL ANALYSIS
This draft environmental impact report (Draft EIR) evaluates and discloses the environmental impacts associated with the proposed Stockton Boulevard Plan, including the Specific Plan, in accordance with the California Environmental Quality Act (CEQA) (Public Resources Code [PRC] Section 21000, et seq.) and the State CEQA Guidelines (California Code of Regulation, Title 14, Chapter 3, Section 1500, et seq.). Sections 3.1 through 3.11 of this Draft EIR present a discussion of regulatory background, existing conditions, environmental impacts associated with implementation of the Specific Plan, mitigation measures to reduce the level of impact, and residual level of significance (i.e., after application of mitigation, including impacts that would remain significant and unavoidable after application of all feasible mitigation measures). Issues evaluated in these sections consist of the environmental topics identified for review in the notice of preparation prepared for the Specific Plan (see Appendix A of this Draft EIR).

Sections 3.1 through 3.11 also include analyses of the Specific Plan’s impacts considered together with those of other past, present, and probable future projects producing related impacts, as required by Section 15130 of the State CEQA Guidelines. Chapter 4, “Alternatives,” presents a reasonable range of alternatives and evaluates the environmental effects of those alternatives relative to those of the Specific Plan, as required by Section 15126.6 of the State CEQA Guidelines. Chapter 5, “Other CEQA Sections,” includes an analysis of the Specific Plan’s growth inducing impacts, as required by Section 21100(b)(5) of CEQA.

As indicated in Chapter 2, “Project Description,” there are two components of the Stockton Boulevard Plan: a Neighborhood Action Plan and a Specific Plan. The Neighborhood Action Plan, which covers the Specific Plan Area and 23 surrounding residential neighborhoods (referred to as the Neighborhood Study Area), identifies programs and partnerships to achieve established priorities.

The framework to guide land use and urban form along the Stockton Boulevard corridor relies on established and in-process citywide planning documents, including the City’s 2040 General Plan, Citywide Design Guidelines, and Citywide Infill Housing Design Standards. The Specific Plan references and is consistent with the 2040 General Plan’s land uses and associated building intensity standards. The impact evaluations in this chapter also use the same growth assumption as the 2040 General Plan, unless otherwise noted, to provide a consistent planning context.

SCOPE OF THE ENVIRONMENTAL ANALYSIS
The remainder of this chapter address the following resource topics:
 Section 3.1, Air Quality;
 Section 3.2, Biological Resources;
 Section 3.3, Cultural Resources;
 Section 3.4, Energy;
 Section 3.5, “Greenhouse Gas Emissions and Climate Change;” Approach to Environmental Analysis Ascent
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 Section 3.6, Hazards and Hazardous Materials;
 Section 3.7, Noise and Vibration;
 Section 3.8, Public Services and Recreation;
 Section 3.9, Transportation and Circulation;
 Section 3.10, Tribal Cultural Resources;
 Section 3.11, Utilities and Service Systems; and
 Section 3.12, Visual Resources.

Sections 3.1 through 3.12 of this Draft EIR each include the following components.

Regulatory Setting: This subsection presents information on the laws, regulations, plans, and policies that relate to the issue area being discussed. Regulations originating from the federal, state, and local levels are each discussed, as appropriate.

Environmental Setting: This subsection presents the existing physical setting and conditions for the Specific Plan Area and in the surrounding area as appropriate, in accordance with State CEQA Guidelines Section 15125. This setting generally serves as the baseline against which environmental impacts are evaluated. The NOP for the project was issued on July 8, 2021. Typically, and in accordance with State CEQA Guidelines Section 15125, the date on which the NOP is issued is considered appropriate for establishing the baseline. This includes the planned development potential and policy provisions set forth in the applicable adopted plans.

Environmental Impacts and Mitigation Measures: This subsection presents thresholds of significance and discusses significant and potentially significant effects of the Specific Plan on the existing environment, in accordance with State CEQA Guidelines Section 15126.2. The methodology for impact analysis is described, including technical studies upon which the analyses rely, if any. The thresholds of significance are defined and thresholds for which the Specific Plan would have no impact are disclosed and dismissed from further evaluation.

Environmental impacts and mitigation measures are numbered sequentially in each subsection (Impact

3.2-1, Impact 3.2-2, Impact 3.2-3, etc.). A summary impact statement precedes a more detailed discussion of each environmental impact. The discussion includes the analysis, rationale, and substantial evidence on which conclusions are based. The determination of level of significance of the impact is presented in bold text.

An impact would be considered “less than significant” if it would not involve a substantial adverse change in the physical environment. An impact would be “potentially significant” or “significant” if it could or clearly would, respectively, result in a substantial adverse change in the physical environment; both are treated the same under CEQA in terms of procedural requirements and the need to identify feasible mitigation.

This EIR identifies feasible mitigation measures that could avoid, minimize, rectify, reduce, or compensate for potentially significant or significant adverse impacts (PRC Section 21081.6[b]).

Mitigation measures are not required for effects found to be less than significant. Where feasible mitigation for a significant or potentially significant impact is available, it is described in this EIR following the impact, along with its effectiveness at addressing the impact. Each identified mitigation measure is labeled numerically to correspond with the impact it addresses. Where feasible mitigation is not sufficient to reduce an impact to a less-than-significant level, the impact is identified as significant Ascent Approach to the Environmental Analysis
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and unavoidable. The final determination of the level of significance of each impact is presented in bold text in the impact summary and at the end of each impact discussion.

This subsection also describes whether mitigation measures would reduce project impacts to lessthan-significant levels. Significant and unavoidable impacts are identified as appropriate in accordance with State CEQA Guidelines Section 15126.2(b). Significant and unavoidable impacts are also summarized in Chapter 5, “Other CEQA Sections.”
References: The full references associated with the references cited in Sections 3.1 through 3.12 are presented in Chapter 7, “References,” organized by chapter or section number.

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3.1 AIR QUALITY
This section includes a discussion of existing air quality conditions, a summary of applicable regulations, and an analysis of potential construction and operational air quality impacts caused by proposed development of the Stockton Boulevard Specific Plan. Mitigation is developed as necessary to reduce significant air quality impacts to the extent feasible.

One comment related to air quality was received in response to the Notice of Preparation; it was from the Sacramento Metropolitan Air Quality Management District (SMAQMD). The comment requests that SMAQMD’s guidance on reviewing projects under CEQA, The Guide to Air Quality Assessment in Sacramento County (CEQA Guide), be used in analyzing air quality emissions from construction and operation activities associated with the project. The comment also recommends that the analysis assess the health effects of toxic air contaminants (TACs) emitted from development under the project, as well as health effects pursuant to the decision made in Sierra Club v. County of Fresno ([2018] 6 Cal. 5th 502) (referred to as the Friant Ranch decision).

A copy of the Notice of Preparation along with comments received is included in Appendix A.

3.1.1 Regulatory Setting

FEDERAL
Federal Clean Air Act
The Clean Air Act (CAA) of 1970 and the CAA Amendments of 1971 required US Environmental Protection Agency (EPA) to establish the National Ambient Air Quality Standards (NAAQS), with states retaining the option to adopt more stringent standards or to include other specific pollutants. The primary and secondary standards are the levels of air quality considered to protect public health and safety, respectively, with an adequate margin of safety. The primary standards are intended to protect public health, such as reducing the risk of developing acute or chronic illnesses in the country’s population, while the secondary standards are protective of public welfare and serve to minimize damage to animals, crops, vegetation, and buildings. They are designed to protect those sensitive receptors most susceptible to further respiratory distress such as asthmatics, the elderly, very young children, people already weakened by other disease or illness, and persons engaged in strenuous work or exercise. Healthy adults can tolerate occasional exposure to air pollutant concentrations considerably above these minimum standards before adverse effects are observed.

The current NAAQS and area-attainment status of Sacramento County are discussed below in the “Environmental Setting” section. The CAA and its subsequent amendments require each state to prepare a State Implementation Plan (SIP). The CAA Amendments dictate that states containing areas violating the NAAQS revise their SIPs to include extra control measures to reduce air pollution. The SIP includes strategies and control measures to attain the NAAQS by deadlines established by the CAA.

The SIP is periodically modified to reflect the latest emissions inventories, plans, and rules and regulations of air basins as reported by the agencies with jurisdiction over them. EPA has the responsibility to review all SIPs to determine if they conform to the requirements of the CAA.

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STATE
California Air Resources Board
The California Air Resources Board (CARB), a part of the California EPA (CalEPA), is responsible for the coordination and administration of both federal and State air pollution control programs within California.

In this capacity, CARB conducts research and defines the California Ambient Air Quality Standards (CAAQS), compiles emission inventories, develops suggested control measures, and provides oversight of local programs. CARB establishes emissions standards for motor vehicles sold in California, consumer products, such as hairspray, aerosol paints, and barbecue lighter fluid, and various types of commercial equipment. It also sets fuel specifications to further reduce vehicular emissions. CARB has primary responsibility for the development of California’s SIP, for which it works closely with the federal government and the local air districts.

In addition to standards set for the six criteria air pollutants, the State has set standards for sulfates, hydrogen sulfide, vinyl chloride, and visibility-reducing particles. These standards are designed to protect the health and welfare of the populace with a reasonable margin of safety, meaning that exposure to concentrations at or below the CAAQS would be preventative against the development of acute or chronic illnesses. The attainment status under the CAAQS for Sacramento County is discussed in the Section, “Environmental Setting,” below.

California Clean Air Act
The California Clean Air Act (CCAA) of 1988 requires non-attainment areas to achieve and maintain the CAAQS by the earliest practicable date and local air districts to develop plans for attaining the State’s ozone, carbon monoxide (CO), sulfur dioxide (SO2), and nitrogen dioxide (NO2) limits. The CCAA also requires that air districts assess their progress toward attaining the air quality standards every 3 years.

The Air Toxics Hot Spots Information and Assessment Act California Health and Safety Code Section 44300 et seq., provides for the regulation of over 200 air toxics and contains the primary air contaminant legislation in the state. Under the Act, local air districts may request that a facility account for its toxic air contaminant (TAC) emissions. Local air districts then prioritize facilities on the basis of emissions, and high-priority designated facilities are required to submit a health risk assessment and communicate the results to the affected public. The TAC control strategy involves reviewing new sources to ensure compliance with required emission controls and limits, maintaining an inventory of existing sources of TACs, and developing new rules and regulations to reduce TAC emissions.

Assembly Bill 1807
Assembly Bill (AB) 1807, enacted in September 1983, sets forth a procedure for the identification and control of TACs in California. AB 1807 defines a TAC as an air pollutant that may cause or contribute to an increase in mortality or an increase in serious illness, or which may pose a present or potential hazard to human health. CARB prepares identification reports on candidate substances under consideration for listing as TACs. The reports and summaries describe the use of and the extent of emissions in California resulting in public exposure, together with their potential health effects.

In 1998, CARB identified diesel particulate matter (PM) as a TAC under the AB 1807 program. Diesel PM is emitted into the air via heavy-duty diesel trucks, construction equipment, and passenger cars.

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LOCAL
Metropolitan Transportation Plan/Sustainable Communities Strategy The Metropolitan Transportation Plan/Sustainable Communities Strategy (MTP/SCS) for the Sacramento region pro-actively links land use, air quality, and transportation needs. The plan is intended to identify a vision for sustainable land use planning that accommodates regional housing needs while reducing greenhouse gas emissions. SMAQMD uses the growth and development patterns in the MTP/SCS in developing plans to meet NAAQS and CAAQS in Sacramento County.

City of Sacramento General Plan
The City of Sacramento 2040 General Plan is the City of Sacramento’s policy guide for future development. The 2040 General Plan establishes land uses for the Specific Plan Area along with policies that guide development, design, and urban form.

Sacramento Metropolitan Air Quality Management District Criteria Air Pollutants
SMAQMD is the primary agency responsible for planning to meet NAAQS and CAAQS in Sacramento County. SMAQMD works with other local air districts in the Sacramento region to maintain the region’s portion of the SIP for ozone. The SIP is a compilation of plans and regulations that govern how the region and State will comply with the CAA requirements to attain and maintain the NAAQS for ozone.

The Sacramento Region has been designated as a “moderate” 2015 8-hour ozone nonattainment area.

The 2018 Sacramento Regional 2008 8-Hour Ozone Attainment and Further Reasonable Progress Plan was approved by CARB on November 16, 2017. The previous 2013 Update to the 8-Hour Ozone Attainment and Reasonable Further Progress Plan was approved and promulgated by EPA for the 1997 8-Hour Ozone Standard. EPA has not released a notice of approval and promulgation of the 2017 SIP. At a public meeting held on October 26, 2023, CARB voted to approve the Sacramento Regional 70 parts per billion (ppb) 8-Hour Ozone Attainment and Reasonable Further Progress Plan. The Sacramento Regional 70 ppb 8-Hour Ozone Attainment and Reasonable Further Progress Plan was prepared by the five local air districts of the Sacramento Federal Non-attainment Area (Sacramento Region, or SFNA), with the support of CARB. The SFNA requested a reclassification to “severe” with an attainment deadline of August 3, 2033. The 2023 Sacramento Regional Plan for the 2015 70 ppb 8- Hour Ozone Standard addresses the CAA requirements associated with the “severe” classification and how the SFNA can attain the standard by the attainment date. The Sacramento Regional 70 ppb 8- Hour Ozone Attainment and Reasonable Further Progress Plan is an air quality attainment plan (AQAP) that is applicable to development in the city.

SMAQMD has developed a set of guidelines for use by lead agencies when preparing environmental documents. The guidelines contain thresholds of significance for criteria pollutants and TACs, and also make recommendations for conducting air quality analyses. After SMAQMD guidelines have been consulted and the air quality impacts of a project have been assessed, the lead agency’s analysis undergoes a review by SMAQMD. SMAQMD submits comments and suggestions to the lead agency for incorporation into the environmental document.

All projects are subject to adopted SMAQMD rules and regulations in effect at the time of construction.

Specific rules relevant to the construction of future development under the project may include the following:
• Rule 201: General Permit Requirements. Any project that includes the use of equipment capable of releasing emissions to the atmosphere may be required to obtain permit(s) from SMAQMD before equipment operation. The Applicant, developer, or operator of a project that includes an emergency generator, boiler, or heater should contact SMAQMD early to determine whether a permit is required, and to begin the permit application process. Portable construction Air Quality Ascent
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equipment (e.g., generators, compressors, pile drivers, lighting equipment) with an internal combustion engine greater than 50 horsepower must have a SMAQMD permit or CARB portable equipment registration.
• Rule 207: Federal Operating Permit. The purpose this rule is to establish an operating permitting system consistent with the requirements of Title V of the United States Code and pursuant to 40 FR Part 70. Stationary sources subject to the requirements of this rule are also required to comply with any other applicable federal, state, or SMAQMD orders, rules and regulations, including requirements pertaining to prevention of significant deterioration pursuant to Rule 203, requirements to obtain an authority to construct pursuant to Rule 201, or applicable requirements under SMAQMD’s new source review rule in the SIP. • Rule 402: Nuisance. A person shall not discharge from any source whatsoever such quantities of air contaminants or other materials which cause injury, detriment, nuisance or annoyance to any considerable number of persons or the public, or which endanger the comfort, repose, health or safety of any such persons or the public, or which cause or have natural tendency to cause injury or damage to business or property.
• Rule 403: Fugitive Dust. The developer or contractor is required to control dust emissions from earthmoving activities or any other construction activity to prevent airborne dust from leaving the project site. Fugitive dust controls include the following:
▪ Water all exposed surfaces two times daily.
▪ Cover or maintain at least two feet of free board on haul trucks transporting soil, sand, or other loose material on the site.
▪ Use wet power vacuum street sweepers to remove any visible trackout mud or dirt onto adjacent public roads at least once a day.
▪ Limit vehicle speeds on unpaved roads to 15 miles per hour. ▪ All roadways, driveways, sidewalks, parking lots to be paved should be completed as soon as possible. In addition, building pads should be laid as soon as possible after grading unless seeding or soil binders are used.
▪ Minimize idling time either by shutting equipment off when not in use or reducing the time of idling to 5 minutes.
▪ Maintain all construction equipment in proper working condition according to manufacturer’s specifications.
• Rule 442: Architectural Coatings. The purpose of this rule is to limit the emissions of volatile organic compounds from the use of architectural coatings supplied, sold, offered for sale, applied, solicited for application, or manufactured for use within Sacramento County. • Rule 902: Asbestos. The developer or contractor is required to notify SMAQMD of any regulated renovation or demolition activity. Rule 902 contains specific requirements for surveying, notification, removal, and disposal of material containing asbestos.

In addition, if modeled construction-generated emissions for a project are not reduced to levels below SMAQMD’s mass emission threshold (of 85 pounds per day [lb/day] for nitrogen oxide [NOX], 80 lb/day or 13.2 tons per year (tpy) for PM10, and 82 lb/day or 15 tpy for PM2.5) after the standard construction mitigation is applied, then SMAQMD requires an offsite construction mitigation fee to purchase offsite emissions reductions. Such purchases are made through SMAQMD’s Heavy Duty Incentive Program, through which select owners of heavy-duty equipment in Sacramento County can repower or retrofit Ascent Air Quality
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their old engines with cleaner engines or technologies. When a project cannot fully mitigate construction emissions by implementing off-road and on-road measures, a fee may be assessed to achieve the remaining mitigation.

Currently the mitigation fee rate is $30,000 per ton of emissions (set July 2017). Each July, the rate is reviewed and adjusted if needed. A 5 percent administrative fee is assessed in addition to the mitigation fee.

As discussed in greater detail under the “Thresholds of Significance,” and “Methodology,” sections, the thresholds of significance have been developed in consideration of long-term regional air quality planning. Projects that are found to emit emissions in exceedance of these bright-line thresholds would generate a cumulatively considerable contribution of regional air pollution which could obstruct the region’s attainment of the NAAQS and/or CAAQS or cause a localized exceedance of these concentration-based standards within the Sacramento Valley Air Basin (SVAB). Conversely, projects that emit levels of air pollution below these thresholds would not affect the SVAB’s ability to attain the NAAQs and/or CAAQS.

Also discussed in greater detail under, “Methodology,” SMAQMD has released several versions of guidance in response to the California Supreme Court Case Sierra Club v. County of Fresno (2018) 6 Cal.App.5th 503 (herein referred to as the Friant Ranch Decision). The Final Guidance, released in October 2020, is discussed in greater detail under, “Methodology.

Toxic Air Contaminants
At the local level, air districts may adopt and enforce CARB control measures for TACs. Under SMAQMD Rule 201 (“General Permit Requirements”), Rule 202 (“New Source Review”), and Rule 207 (“Federal Operating Permit”), all sources with the potential to emit TACs are required to obtain permits from SMAQMD. Permits may be granted to these operations if they are constructed and operated in accordance with applicable regulations, including New Source Review standards and air toxics control measures. SMAQMD limits emissions and public exposure to TACs through a number of programs.

SMAQMD prioritizes TAC-emitting stationary sources based on the quantity and toxicity of the TAC emissions and the proximity of the facilities to sensitive receptors. Sensitive receptors are facilities that house or attract children, the elderly, and people with illnesses or others who are especially sensitive to the effects of air pollutants. Examples include hospitals, schools, convalescent facilities, and residential areas.

Odors
Although offensive odors rarely cause any physical harm, they can be very unpleasant, leading to considerable stress among the public and often generating citizen complaints to local governments and SMAQMD. SMAQMD’s Rule 402 (“Nuisance”) regulates odors.

3.1.2 Environmental Setting

LOCATION, CLIMATE, AND ATMOSPHERIC CONDITIONS
The SVAB includes all of Butte, Colusa, Glenn, Sacramento, Shasta, Sutter, Tehama, Yolo, and Yuba counties; the western portion of Placer County; and the eastern portion of Solano County. Within the air basin, the ambient concentrations of air pollutants are determined by the amount of emissions released by the sources of air pollutants and the atmosphere’s ability to transport and dilute such emissions.

Natural factors that affect transport and dilution include terrain, wind, atmospheric stability, and sunlight.

Therefore, existing air quality conditions in the area are determined by such natural factors as topography, meteorology, and climate, in addition to the amount of emissions released by existing air pollutant sources, as discussed separately below.

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The SVAB is a relatively flat area bordered by the north Coast Ranges to the west and the northern Sierra Nevada to the east. Air flows into the SVAB through the Carquinez Strait, the only breach in the western mountain barrier, and moves across the Sacramento River–San Joaquin River Delta from the San Francisco Bay area. The Mediterranean climate type of the SVAB is characterized by hot, dry summers and cool, rainy winters. During the summer, daily temperatures range from 50 degrees Fahrenheit (°F) to more than 100°F. The inland location and surrounding mountains shelter the area from much of the ocean breezes that keep the coastal regions moderate in temperature. Most precipitation in the area results from air masses that move in from the Pacific Ocean, usually from the west or northwest, during the winter months. More than half the total annual precipitation falls during the winter rainy season (November through February. Also characteristic of SVAB winters are periods of dense and persistent low-level fog, which are most prevalent between storms. The prevailing winds are moderate in speed and vary from moisture-laden breezes from the south to dry land flows from the north.

The mountains surrounding the SVAB create a barrier to airflow, which leads to the entrapment of air pollutants when meteorological conditions are unfavorable for transport and dilution. The highest frequency of poor air movement occurs in the fall and winter when high-pressure cells are often present over the SVAB. The lack of surface wind during these periods, combined with the reduced vertical flow caused by a decline in surface heating, reduces the influx of air and leads to the concentration of air pollutants under stable metrological conditions. Surface concentrations of air pollutant emissions are highest when these conditions occur in combination with agricultural burning activities or with temperature inversions, which hamper dispersion by creating a ceiling over the area and trapping air pollutants near the ground.

May through October is ozone season in the SVAB. This period is characterized by poor air movement in the mornings with the arrival of the Delta breeze from the southwest in the afternoons. In addition, longer daylight hours provide a plentiful amount of sunlight to fuel photochemical reactions between reactive organic gases (ROG) and NOX, which result in ozone formation. Typically, the Delta breeze transports air pollutants northward out of the SVAB; however, a phenomenon known as the Schultz Eddy prevents this from occurring during approximately half of the time from July to September. The Schultz Eddy phenomenon causes the wind to shift southward and blow air pollutants back into the SVAB. This phenomenon exacerbates the concentration of air pollutant emissions in the area and contributes to the area violating the ambient air quality standards.

The local meteorology of the Specific Plan Area and surrounding area is represented by measurements recorded at the Western Regional Climate Center Sacramento 5 ESE station. The normal annual precipitation is approximately 18 inches. January temperatures range from a normal minimum of 40°F to a normal maximum of 54°F. July temperatures range from a normal minimum of 59°F to a normal maximum of 92°F (WRCC 2016). The predominant wind direction is from the south (WRCC 2017).

CRITERIA AIR POLLUTANTS
Concentrations of emissions from criteria air pollutants are used to indicate the quality of the ambient air. A brief description of key criteria air pollutants in the SVAB and their health effects is provided below. Criteria air pollutants include ozone, CO, NO2, SO2, particulate matter (PM10 and PM2.5), and lead. However, for the purposes of this analysis, criteria air pollutants of primary concern due to their nonattainment status include ozone (and ozone precursors) and PM10 and PM2.5. The CAAQS and NAAQS are summarized in Table 3.1-1 and a brief summary of the various acute and chronic health effects from exposure to concentrations of criteria air pollutants in exceedance of the NAAQS and/or CAAQS is shown in Table 3.1-2. Sacramento County’s attainment status under the CAAQS and NAAQS are shown in Table 3.1-3.

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Table 3.1-1 State and Federal Ambient Air Quality Standards Pollutant Averaging Time California (CAAQS)a,b
National (NAAQS)c
Primaryb,d Secondaryb,e
Ozone
1-hour 0.09 ppm (180 μg/m3) –
e
Same as primary standard
8-hour 0.070 ppm (137 μg/m3) 0.070 ppm (147 μg/m3)
CO
1-hour 20 ppm (23 mg/m3) 35 ppm (40 mg/m3)
Same as primary standard
8-hour 9 ppmf (10 mg/m3)
9 ppm
(10 mg/m3)
NO2
Annual arithmetic mean 0.030 ppm (57 μg/m3) 53 ppb (100 μg/m3) Same as primary standard 1-hour 0.18 ppm (339 μg/m3) 100 ppb (188 μg/m3) —
SO2
24-hour 0.04 ppm (105 μg/m3) — —
3-hour — — 0.5 ppm (1300 μg/m3)
1-hour 0.25 ppm (655 μg/m3) 75 ppb (196 μg/m3) —
PM10
Annual arithmetic mean 20 μg/m3 —
Same as primary standard
24-hour 50 μg/m3 150 μg/m3
PM2.5
Annual arithmetic mean 12 μg/m3 9.0 μg/m3 15.0 μg/m3
24-hour — 35 μg/m3 Same as primary standard
Lead f
Calendar quarter — 1.5 μg/m3 Same as primary standard
30-Day average 1.5 μg/m3 — —
Rolling 3-Month Average – 0.15 μg/m3 Same as primary standard Hydrogen sulfide 1-hour 0.03 ppm (42 μg/m3)
No
national
standards
Sulfates 24-hour 25 μg/m3
Vinyl chloride f 24-hour 0.01 ppm (26 μg/m3)
Visibility-reducing
particulate matter
8-hour Extinction of 0.23 per km
Notes: PM10 = respirable particulate matter, PM2.5 = fine particulate matter, CO = carbon monoxide, NO2 = Nitrogen dioxide, SO2 = Sulfur dioxide µg/m3 = micrograms per cubic meter; km = kilometers; ppb = parts per billion; ppm = parts per million. a California standards for ozone, CO, SO2 (1- and 24-hour), NO2, particulate matter, and visibility-reducing particles are values that are not to be exceeded. All others are not to be equaled or exceeded. California ambient air quality standards are listed in the Table of Standards in Section 70200 of Title 17 of the California Code of Regulations. b Concentration expressed first in units in which it was promulgated. Equivalent units given in parentheses are based on a reference temperature of 25 degrees Celsius (°C) and a reference pressure of 760 torr. Most measurements of air quality are to be corrected to a reference temperature of 25°C and a reference pressure of 760 torr; ppm in this table refers to ppm by volume, or micromoles of pollutant per mole of gas. c National standards (other than ozone, particulate matter, and those based on annual averages or annual arithmetic means) are not to be exceeded more than once a year. The ozone standard is attained when the fourth highest 8-hour concentration in a year, averaged over three years, is equal to or less than the standard. The PM10 24-hour standard is attained when the expected number of days per calendar year with a 24-hour average concentration above 150 μg/m3is equal to or less than one. The PM2.5 24-hour standard is attained when 98 percent of the daily concentrations, averaged over three years, are equal to or less than the standard. Contact the US Environmental Protection Agency for further clarification and current federal policies. d National primary standards: The levels of air quality necessary, with an adequate margin of safety to protect public health. e National secondary standards: The levels of air quality necessary to protect the public welfare from any known or anticipated adverse effects of a pollutant.
f The California Air Resources Board has identified lead and vinyl chloride as toxic air contaminants with no threshold of exposure for adverse health effects determined. These actions allow for the implementation of control measures at levels below the ambient concentrations specified for these pollutants.

Source: CARB 2016.

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Table 3.1-2 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 the 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,
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
Notes: NOX = oxides of nitrogen; ROG = reactive organic gases. 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.

Source: EPA 2023a.

Table 3.1-3 Sacramento County Attainment Status
Pollutant National Ambient Air Quality Standard California Ambient Air Quality Standard Ozone Attainment (1-hour)1Nonattainment (1-hour) ClassificationSerious2 Nonattainment (8-hour)4 Classification=Serious Nonattainment (8-hour) Respirable particulate matter
(PM10)
Attainment (24-hour) Nonattainment (24-hour)
Attainment (24-hour) Nonattainment (Annual)
Fine particulate matter (PM2.5) Nonattainment (24-hour) (No State Standard for 24-Hour) Attainment (Annual) Attainment (Annual)
Carbon monoxide (CO) Attainment (1-hour) Attainment (1-hour) Attainment (8-hour) Attainment (8-hour)
Nitrogen dioxide (NO2) Unclassified/Attainment (1-hour) Attainment (1-hour) Unclassified/Attainment (Annual) Attainment (Annual)
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Pollutant National Ambient Air Quality Standard California Ambient Air Quality Standard Sulfur dioxide (SO2)
5 (Attainment Pending) (1-Hour) Attainment (1-hour)
(Attainment Pending) (1-Hour) Attainment (24-hour)
Lead (Particulate) Attainment (3-month rolling average) Attainment (30-day average) Hydrogen Sulfide No Federal Standard Unclassified (1-hour) Sulfates No Federal Standard Attainment (24-hour)
Visibly Reducing Particles No Federal Standard Unclassified (8-hour) Vinyl Chloride No Federal Standard Unclassified (24-hour) 1 Air quality meets federal 1-hour Ozone standard (77 FR 64036). EPA revoked this standard, but some associated requirements still apply.

SMAQMD attained the standard in 2009. SMAQMD has requested EPA recognize attainment to fulfill the requirements. 2 Per Health and Safety Code (HSC) § 40921.5(c), the classification is based on 1989 – 1991 data, and therefore does not change. 3 Sacramento Metro Area - 2008 Standard.
4 Sacramento Metro Area - 2015 Standard.
5 2010 Standard.

Source: EPA 2023b and CARB 2022.

Ozone
Ozone is a photochemical oxidant (a substance whose oxygen combines chemically with another substance in the presence of sunlight) and the primary component of smog. Ozone is not directly emitted into the air but is formed through complex chemical reactions between precursor emissions of ROG and NOX in the presence of sunlight. ROG are volatile organic compounds (VOCs) that are photochemically reactive. For the purposes of CEQA analyses, ROG and VOCs are terms used interchangeably and represent the same group of emissions. ROG emissions result primarily from incomplete combustion and the evaporation of chemical solvents and fuels. NOX are a group of gaseous compounds of nitrogen and oxygen that result from the combustion of fuels. Emissions of the ozone precursors ROG and NOX have decreased over the past several years because of more stringent motor vehicle standards and cleaner burning fuels. Emissions of ROG and NOX decreased from 2000 to 2010 and are projected to continue decreasing from 2010 to 2035 (CARB 2013).

Acute health effects of ozone exposure include increased respiratory and pulmonary resistance, cough, pain, shortness of breath, and lung inflammation. Chronic health effects include permeability of respiratory epithelia and possibility of permanent lung impairment (EPA 2023a).

Nitrogen Dioxide
NO2 is a brownish, highly reactive gas that is present in all urban environments. The major humanmade sources of NO2 are combustion devices, such as boilers, gas turbines, and mobile and stationary reciprocating internal combustion engines. Combustion devices emit primarily nitric oxide (NO), which reacts through oxidation in the atmosphere to form NO2. The combined emissions of NO and NO2 are referred to as NOX and are reported as equivalent NO2. Because NO2 is formed and depleted by reactions associated with photochemical smog (ozone), the NO2 concentration in a geographical area may not be representative of the local sources of NOX emissions (EPA 2023a).

Acute health effects of exposure to NOX includes coughing, difficulty breathing, vomiting, headache, eye irritation, chemical pneumonitis, or pulmonary edema, breathing abnormalities, cough, cyanosis, chest pain, rapid heartbeat, and death. Chronic health effects include chronic bronchitis and decreased lung function (EPA 2023a).

Particulate Matter
Respirable particulate matter with an aerodynamic diameter of 10 micrometers or less is referred to as PM10. PM10 consists of particulate matter emitted directly into the air, such as fugitive dust, soot, smoke Air Quality Ascent
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from mobile and stationary sources, construction operations, fires and natural windblown dust, and particulate matter formed in the atmosphere by reaction of gaseous precursors (CARB 2013). PM10 emissions in the SVAB are dominated by emissions from area sources, primarily fugitive dust from vehicle travel on unpaved and paved roads, farming operations, construction and demolition, and particles from residential fuel combustion. Direct emissions of PM10 are projected to remain relatively constant through 2035 (CARB 2013).

PM10 pollution can result in damage to vegetation and is often responsible for much of the haze regarded as smog. In addition, controlled human exposure studies have shown that exposure to elevated levels of PM10 causes adverse health effects, especially related to the inhibition of lung functions and an increase in respiratory and cardiovascular afflictions, as well as cancer risks. PM10 causes a greater health risk than larger particles because fine particles are too small for the natural filtering process of the human body and can more easily penetrate the defenses of the human respiratory system. Individuals with preexisting respiratory or cardiovascular disease are especially susceptible to the adverse effects of PM10 exposure, as are asthmatic children and the elderly. Children exposed to high concentrations of PM10 for prolonged periods exhibit decreased immune function as well. Additionally, associations between long-term exposure to PM10 and adverse cognitive effects, such as faster cognitive decline, including memory and attention span loss, are being further examined by health researchers.

Fine particulate matter includes a subgroup of smaller particles that have an aerodynamic diameter of

2.5 micrometers or less (referred to as PM2.5). Direct emissions of PM2.5 have steadily declined in the SVAB between 2000 and 2010 but are projected to increase very slightly through 2035. Emissions of PM2.5 in the SVAB are dominated by the same sources as emissions of PM10 (CARB 2013).

Because PM2.5 is smaller than PM10, it can more deeply penetrate the human body through inhalation, allowing many chemicals harmful to human health to be carried to internal organs. Long-term exposure to these particulates can increase the chance of chronic respiratory disease and cause lung damage and irregular heartbeat. Short-term exposure can aggravate respiratory illnesses such as bronchitis and asthma and cause heart attacks and arrhythmias in people with heart disease. Additionally, an estimated 9,000 people die prematurely each year in California as a result of PM2.5 exposure (CARB 2013). A safe threshold for PM2.5 has not been established and research indicates that health effects exist at low concentrations.

EXISITING AIR QUALITY CONDITIONS
The Sacramento Metropolitan Area is a federal ozone non-attainment area and one of the top ten worst air quality areas nationally. In Sacramento County, pollutants of greatest concern are ozone precursors (ROG and NO2), CO, PM10 and PM2.5, and other visibility-reducing material. Table 3.1-2 denotes the attainment and nonattainment status for the NAAQS and CAAQS for criteria air pollutants.

The Sacramento Federal Nonattainment Area (SFNA) for ozone is composed of five air districts in the southern portion of the SVAB. The SFNA air districts include all of Sacramento and Yolo counties, and portions of El Dorado, Placer, Sutter, and Solano counties. Except for ozone and particulate matter standards, this area is in attainment for all CAAQS and NAAQS. However, the SFNA is designated a “severe” nonattainment area for the 8-hour NAAQS for ozone. As a part of the SFNA, Sacramento County is in nonattainment for the 1-hour CAAQS and the 8-hour NAAQS for ozone.

With respect to particulate matter, Sacramento County is designated as nonattainment for the State PM10 24-hour standard and annual mean standard, the State PM2.5 annual standard, and the federal PM2.5 24-hour standard.

Ambient air quality standards provide the definition for clean air. Specifically, the NAAQS and CAAQS establish the concentration above which a pollutant is known to cause adverse health effects to Ascent Air Quality
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sensitive groups within the population, such as children and the elderly. Because these standards have been established for specific pollutants using health-based criteria, the pollutants for which standards have been set are known as “criteria” pollutants. For some of the criteria air pollutants, the State standards are more stringent than the federal standards. The differences in the standards are due to variations in health studies and interpretations involved in the standard-setting process.

The amount of pollution released and the atmosphere’s ability to transport and dilute the pollutants affect a given pollutant’s concentration in the atmosphere. Factors affecting transport and dilution include terrain, wind, atmospheric stability, and, for photochemical pollutants, sunlight. Sacramento’s poor air quality can largely be attributed to emissions, geography, and meteorology.

The California Communities Environmental Health Screening Tool (CalEnviroScreen) is a web-based mapping tool developed by the California Office of Environmental Health Hazard Assessment (OEHHA) that helps identify California communities that are most affected by various sources of pollution and areas where people are especially vulnerable to pollution’s effects. CalEnviroScreen uses environmental, health, and socioeconomic information to produce scores for every census tract in the state. The scores are mapped so that different communities can be compared. An area with a high score is one that experiences a much higher pollution burden than areas with low scores.

CalEnviroScreen ranks communities based on data that are available from state and federal government sources.

According to the California Communities Environmental Health Screening Tool (CalEnviroScreen) version 4.0, the Specific Plan Area is located within multiple census tracts. These census tracts have a range of scores denoting the pollution burden each census tract faces. These census tracts and their pollution scores are compared against all other census tracts in the state and are categorized under various overall percentiles for pollution exposure relative to the other census tracts in the state. At the highest end of the range, portions of the Specific Plan Area are in census tract areas that are in the >90-100 percentile for overall pollution exposure, meaning that these areas are in the top 10 percent of areas in California experiencing the highest levels of multiple sources and types of pollution (e.g., NOx, diesel PM2.5, lead). At the lowest end of the range, portions of the project area are in census tract areas which are in the >20-30 percentile (OEHHA 2021).

Toxic Air Contaminants
According to CARB’s California Almanac of Emissions and Air Quality, the majority of the estimated health risks from TACs can be attributed to relatively few compounds, the most important being diesel PM (CARB 2013). Diesel PM differs from other TACs in that it is not a single substance, but rather a complex mixture of hundreds of substances. 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.

Unlike the other TACs, no ambient monitoring data are available for diesel PM because no routine measurement method currently exists. However, CARB has made preliminary concentration estimates based on a PM exposure method. This method uses the CARB emissions inventory’s PM10 database, ambient PM10 monitoring data, and the results from several studies to estimate concentrations of diesel PM. 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.

Of these TACs, diesel PM poses the greatest health risk. Based on receptor modeling techniques, CARB estimated its health risk to be 360 excess cancer cases per million people in the SVAB in the year 2000. Since 1990, the health risk associated with diesel PM has been reduced by 52 percent.

Overall, levels of most TACs, except para-dichlorobenzene and formaldehyde, have decreased since 1990 (CARB 2013).

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Sensitive Receptors
As shown in Chapter 2, “Project Description,” in Figure 2-6, existing land uses most likely to contain sensitive receptors such as churches, residential areas, and healthcare facilities are scattered throughout the Specific Plan Area.

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). The ability to detect odors varies considerably among the population and overall is quite subjective. Some individuals can smell very minute quantities of specific substances; others may not have the same sensitivity but may have sensitivities to odors of other substances. In addition, people may have different reactions to the same odor; an odor that is offensive to one person may be perfectly acceptable to another (e.g., fast food restaurant).

An unfamiliar odor is more easily detected and is more likely to cause complaints than a familiar one.

This is because of the phenomenon known as odor fatigue, in which a person can become desensitized to almost any odor and recognition only occurs with an alteration in the intensity. According to SMAQMD, land uses typically associated with the generation of nuisance odors include wastewater conveyance and wastewater treatment plants, municipal solid waste landfills and trash transfer stations, composting facilities, animal agriculture and processing, rendering facilities and roadkill collection, chemical and petroleum industries, and cannabis cultivation (SMAQMD 2019). Although these sources of odors are found throughout Sacramento County, none of these sources of odors have been identified in the Specific Plan Area.

3.1.3 Environmental Impacts and Mitigation Measures

METHODOLOGY
Regional and local criteria air pollutant emissions and associated impacts, as well as impacts from TACs, CO concentrations, and odors were assessed in accordance with SMAQMD-recommended methodologies. The project’s emissions were compared to SMAQMD’s construction and operational thresholds. For the purpose of this EIR, the City has evaluated the effects of implementing the Stockton Boulevard Plan through 2040, based on the growth projections used in the 2040 General Plan. The 2040 General Plan assumes development of 2,007 dwelling units and the addition of 5,819 employment opportunities within the Specific Plan Area.

Sierra Club v. County of Fresno
In December 2018, the California Supreme Court issued its decision in Sierra Club v. County of Fresno (226 Cal.App.4th 704) (hereafter referred to as the Friant Ranch Decision). The case reviewed the longterm, regional air quality analysis contained in the EIR for the proposed Friant Ranch project. The Friant Ranch project is located in unincorporated Fresno County within the San Joaquin Valley Air Basin, an air basin currently in non-attainment for multiple NAAQS and CAAQS, including ozone and PM. The Court ruled that the air quality analysis failed to adequately disclose the nature and magnitude of long-term air quality impacts from emissions of criteria pollutants and precursors “in sufficient detail to enable those who did not participate in its preparation to understand and consider meaningfully the issues the proposed project raises.” The Court noted that the air quality analysis did not provide a discussion of the foreseeable adverse effects of project-generated emissions on Fresno County’s likelihood of exceeding the NAAQS and CAAQS for criteria air pollutants nor did it explain a connection between the project’s emissions and deleterious health impacts. Moreover, as noted by the Court, the EIR did not explain why it was not “scientifically possible” to determine such a connection. The Court concluded that “because the EIR as written makes it impossible for the public to translate the bare numbers provided into adverse Ascent Air Quality
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health impacts or to understand why such translation is not possible at this time,” the EIR’s discussion of air quality impacts was inadequate. In response to the Friant Ranch Decision, the Friant Ranch Interim Recommendation acted as the district’s temporary guidance until a final methodology had been developed and approved (SMAQMD 2019b). In October 2020 SMAQMD adopted the Guidance to Address the Friant Ranch Ruling for CEQA Projects in the Sacramento Air District. This guidance document replaces the Friant Ranch Interim Recommendation. The Guidance to Address the Friant Ranch Ruling for CEQA Projects in the Sacramento Air District document provides insight on the health effects that may result from a project emitting at the maximum thresholds of significance, look-up tables for estimating health effects for strategic areas where growth exceeding thresholds of significance is anticipated, and modeling guidance for CEQA projects that have emissions in excess of the significance thresholds and are located outside the strategic areas modeled (SMAQMD 2020a).

THRESHOLDS OF SIGNIFICANCE
Per Appendix G of the State CEQA Guidelines and SMAQMD recommendations, air quality and its associated health impacts are considered significant if the project would result in any of the following:
• cause construction-generated criteria air pollutant or precursor emissions to exceed the SMAQMD-recommended thresholds of 85 lb/day for NOX, 80 lb/day and 14.6 tpy for PM10, and 82 lb/day and 15 tpy for PM2.5. In addition, all SMAQMD-recommended BMPs shall be implemented to minimize emissions of PM10 and PM2.5; otherwise, the threshold for both PM10 and PM2.5 is 0 lb/day;
• result in a net increase in long-term operational criteria air pollutant or precursor emissions that exceed the SMAQMD-recommended thresholds of 65 lb/day for ROG and NOX, 80 lb/day and

14.6 tpy for PM10, and 82 lb/day and 15 tpy for PM2.5. In addition, all SMAQMD-recommended Operational BMPs for Particulate Matter Emissions from Land Use Development Projects shall be implemented to minimize emissions of PM10 and PM2.5; otherwise the threshold for both PM10 and PM2.5 is 0 lb/day;
• result in short-term construction and long-term operational local mobile-source CO emissions 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; • expose any off-site sensitive receptor to a substantial incremental increase in TACs emissions that exceed 10 in 1 million for carcinogenic risk (i.e., the risk of contracting cancer) and/or a noncarcinogenic hazard index of 1.0 or greater; and/or
• result in other emissions, such as those leading to odors, adversely affecting a substantial number of people.

ISSUES NOT DISCUSSED FURTHER
Localized Emissions of Mobile-Source CO
Localized emissions of mobile-source CO are not included in this analysis. The SVAB has been in attainment for CO for several years, and this pollutant is less of a concern because operational activities are unlikely to generate substantial CO emissions. As discussed in SMAQMD’s CEQA Guide, CO emissions are “predominately generated in the form of mobile-source exhaust from vehicle trips.

These vehicle trips occur throughout a paved network of roads, and therefore, associated exhaust emissions of [CO] are not generated in a single location where high concentrations could be formed” (SMAQMD 2020b: 4-7). A CO hotspot impact is not anticipated unless an intersection experiences more than 31,600 vehicles per hour. Considering the project would result in a maximum of 58,875 Air Quality Ascent
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average daily trips on a single roadway, it is unlikely that the number of vehicles traveling through a single intersection within a one hour period would exceed 31,600 vehicles per hour.

ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
Impact 3.1-1: Conflict with or Obstruct Implementation of an Applicable Air Quality Plan Applicable AQAPs considered in this analysis are the Sacramento Regional 70 ppb 8-Hour Ozone Attainment and Reasonable Further Progress Plan and the 2020 MTP/SCS. The project would be consistent with the goals of the 2020 MTP/SCS to reduce VMT by creating high-density development along transportation corridors. The 2040 General Plan encompasses similar growth projections to those utilized in the Sacramento Regional 70 ppb 8-Hour Ozone Attainment and Reasonable Further Progress Plan. Because the project was developed to be consistent with the land use designations and growth projections of the 2040 General Plan, the project would therefore be consistent with the Sacramento Regional 70 ppb 8-Hour Ozone Attainment and Reasonable Further Progress Plan. Therefore, the project would be considered consistent with both AQAPs. This impact would be less than significant.

The SVAB is currently designated as nonattainment for ozone and PM10. SMAQMD has AQAPs, which present comprehensive strategies to reduce VOCs, NOX, PM10, and PM2.5 emissions from stationary, area, mobile, and indirect sources to achieve attainment status of the NAAQS and CAAQS. The emission inventories used to develop these AQAPs are based primarily on projected population and employment growth and associated VMT for the SVAB. Demographic growth forecasts for various socioeconomic categories (e.g., population, housing, employment by industry) were developed by SACOG for its MTP/SCS based on general plans for cities and counties in the SVAB. The air quality management plans rely on the land use and population projections provided in the MTP/SCS, which is generally consistent with the local plans; therefore, the air quality management plans are generally consistent with local government plans.

The growth projections used for the 2040 General Plan, which were also used for the Specific Plan, assume that growth in population, vehicle use, and other source categories would occur at rates that are consistent with the rates used to develop the SMAQMD’s attainment plans. In other words, the amount of growth predicted for the 2040 General Plan (and the Specific Plan) is accommodated by SMAQMD’s attainment plans (i.e., the 2020 MTP/SCS and the Sacramento Regional 70 ppb 8-Hour Ozone Attainment and Reasonable Further Progress Plan). Furthermore, similar to the 2040 General Plan, the Specific Plan would increase the City’s sustainability efforts that reduce motor vehicle use and energy consumption through the implementation of various policies. This is accomplished with more compact development achieved by increasing development density and by providing a land use pattern and transportation infrastructure more supportive of alternative transportation methods including public transportation, walking, and bicycling. In their technical analysis of the 2020 MTP/SCS prepared in 2020, CARB staff accepted SACOG’s determination that its 2020 SCS would meet the target of a 19 percent reduction by 2035, compared to 2005 levels, when fully implemented based on a review of all available evidence and in consideration of CARB’s 2019 Evaluation Guidelines (CARB 2020). The goals of the 2020 MTP/SCS are based on the forecasted growth of the area which is characterized as an increase in per capita VMT.

Development under the project would increase density in the Specific Plan Area by adding housing and employment opportunities near existing development and transportation hubs. The project would align with the growth assumptions and goals of the 2020 MTP/SCS to reduce VMT by creating high density development near transportation corridors, which are used to develop the air quality goals of the Sacramento Regional 70 ppb 8-Hour Ozone Attainment and Reasonable Further Progress Plan.

Because the project would be consistent with the goals of the 2020 MTP/SCS and the Sacramento Regional 70 ppb 8-Hour Ozone Attainment and Reasonable Further Progress Plan, the Specific Plan Ascent Air Quality
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would not conflict with or obstruct implementation of an applicable air quality plan. This impact would be less than significant.

Mitigation Measures
No mitigation measures are required.

Impact 3.1-2: Cause Construction-Generated Criteria Air Pollutant or Precursor Emissions to Exceed SMAQMD-Recommended Thresholds
Construction of the project would result in emissions that would exceed SMAQMD thresholds for PM10 and PM2.5. Because SMAQMD’s construction BMPs are not included as part of the project, the thresholds for both PM10 and PM2.5 are 0 lb/day and 0 tpy. With implementation of the feasible SMAQMD’s BMPs identified in Mitigation Measure 3.1-2, the PM10 and PM2.5 emissions resulting from construction would not exceed applicable thresholds. Therefore, this impact would be less than significant with mitigation.

Construction-related activities associated with growth in the Specific Plan Area would generate emissions of ROG, NOX, PM10, and PM2.5 associated with the use off-road equipment, material delivery, worker commute trips, and other miscellaneous activities (e.g., application of architectural coatings).

Fugitive dust emissions of PM10 and PM2.5 would be associated primarily with vehicle movement and 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 and on-road mobile exhaust. The application of architectural coatings results in off-gas emissions of ROG.

Construction activities were assumed to begin in 2024 and end in 2039. For specific construction assumptions and modeling inputs, refer to Appendix B. Table 3.1-4 summarizes the modeled maximum daily (ROG, NOx, PM) and annual (particulate matter) emissions from construction activities from buildout of the project. Notably, ROG emissions in the final 2 years of construction are represented as “worst-case” in that all architectural coating application was modeled as occurring during the final year of construction (i.e., all constructed buildings being painted at the same time). This is due to limited information regarding construction phasing and the assumption made in CalEEMod. In actuality, architectural coatings would be applied intermittently throughout the construction phase of the project rather than all architectural coating being applied at the end of the construction period.

Table 3.1-4 Project-Generated Construction Emissions by Year Construction Year ROG (lb/day)
Emissions
NOX (lb/day)
Emissions
PM10 (lb/day)
Emissions
PM10 (tpy)
Emissions
PM2.5 (lb/day)
Emissions
PM2.5 (tpy)
Emissions
2024 4 36 21 2.1 12 1.1
2025 15 71 39 2.6 10 0.9
2026 14 66 39 5.0 10 1.3
2027 14 63 39 5.0 10 1.3
2028 13 58 39 5.0 10 1.3
2029 12 54 39 4.9 10 1.2
2030 11 52 39 4.9 10 1.2
2031 11 48 38 4.9 10 1.2
2032 11 45 38 4.9 10 1.2
2033 10 42 38 4.9 10 1.2
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Construction Year ROG (lb/day)
Emissions
NOX (lb/day)
Emissions
PM10 (lb/day)
Emissions
PM10 (tpy)
Emissions
PM2.5 (lb/day)
Emissions
PM2.5 (tpy)
Emissions
2034 10 40 38 4.9 10 1.2
2035 10 39 38 4.9 10 1.2
2036 9 36 38 4.9 9 1.2
2037 9 35 38 2.6 9 0.6
2038 246 5 6 0.5 1 0.1
2039 246 2 6 0.2 1 0.0
Maximum 2461 71 39 5.0 12 1.3
SMAQMD Thresholds of
Significance without BMPs2
None 85 0 0 0 0
Threshold Exceeded? N/A No Yes Yes Yes Yes
SMAQMD Thresholds of
Significance with BMPs3
None 85 80 14.6 82 15
Threshold Exceeded? N/A No No No No No
Notes: ROG = reactive organic gas; NOX = oxides of nitrogen; PM10 = respirable particulate matter; lb/day = pounds per day; SMAQMD = Sacramento Air Quality Management District; tpy = tons per year; BMPs = best management practices 1 ROG emissions in the final two years of construction are represented as “worst-case” in that all architectural coating application was modeled as occurring during the final year of construction. In reality, architectural coatings would be applied intermittently throughout the construction phase as buildings are completed.
2 Without implementation of fugitive dust reducing BMPs. 3 With implementation of fugitive dust reducing BMPs.

Source: Modeling conducted by Ascent Environmental in 2023.

According to the SMAQMD guidance, projects that do not implement SMAQMD’s recommended fugitive dust BMPs must meet a zero threshold for peak daily and annual emissions for PM10 and PM2.5.

With implementation of SMAQMD’s BMPs, the SMAQMD’s peak daily and annual thresholds increase to 80 lb/day or 14.6 tpy for PM10 and 82 lb/day or 15 tpy for PM2.5.

Notably, some development under the Specific Plan would occur in the vacant and underutilized areas within the plan area identified in Figure 2-7 in Section 2 “Project Description.” The Specific Plan proposes to reuse and infill vacant buildings and storefronts and develop on existing paved parking lots.

Because some development would occur on or in these existing uses, it is likely that the emissions from the grading and site preparation phases of construction would be lower than what was estimated in the model because some development sites have already been graded and prepared. Therefore, the construction modeling is considered conservative.

As shown above in Table 3.1-3, construction activity associated with implementation of the project is anticipated to generate emissions in exceedance of the established maximum daily and annual thresholds for PM10, and PM2.5 without implementation of SMAQMD’s BMPs. As a result, the project could cause construction-generated criteria air pollutant or precursor emissions to exceed the SMAQMD-recommended thresholds. Therefore, impacts would be potentially significant.

Mitigation Measures
Mitigation Measure 3.1-2: Implement 2040 General Plan Policy The City shall ensure that construction and grading activities minimize short-term impacts to air quality by employing appropriate measures and best practices. Refer to Basic Construction Emissions Control Practices (BMPs) recommended by the Sacramento Metropolitan Air Quality Management District (SMAWMD) (2040 General Plan Policy ERC-4.5).

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As a condition of approval, construction contractors shall implement the following BMPs included in SMAQMD’s Basic Construction Emission Control Practices:
• water all exposed surfaces two times daily. Exposed surfaces include, but are not limited to soil piles, graded areas, unpaved parking areas, staging areas, and access roads; • cover or maintain at least two feet or free board space on haul trucks transporting soil, sand, or other loose material on the site. Any haul trucks that would be traveling along freeways or major roadways should be covered;
• use wet power vacuum street sweepers to remove any visible trackout mud or dirt onto adjacent public roads at least once a day. Use of dry power sweeping is prohibited; • limit vehicle speeds on unpaved roads to 15 miles per hour (mph); • complete construction of all roadways, driveways, sidewalks, parking lots as soon as possible.

In addition, building pads should be laid as soon as possible after grading unless seeding or soil binders are used;
• minimize idling time either by shutting equipment off when not in use or reducing the time of idling to 5 minutes [required by California Code of Regulations, Title 13, sections 2449(d)(3) and 2485].

Provide clear signage that posts this requirement for workers at the entrances to the site; and • maintain all construction equipment is in proper working condition according to manufacturer’s specifications. The equipment must be checked by a certified mechanic and determined to be running in proper condition before it is operated.

Significance after Mitigation
With implementation of SMAQMD’s fugitive dust BMPs, the emissions thresholds for PM10 and PM2.5 would be 80 lb/day or 14.6 tpy of PM10 and 82 lb/day or 15 tpy of PM2.5. The dust control measures outlined in Mitigation Measure 3.1-2 would reduce impacts related to fugitive dust emissions by reducing dust generated by vehicle movement through the watering of exposed surfaces and limiting vehicle speeds on unpaved roads, reducing the potential for dust to escape hauling trucks by placing covers over the truck beds when on major roadways, wet-vacuuming mud/dirt tracked onto public roadways, and completing high-movement areas (e.g. roadways, sidewalk, and parking lots) as soon as possible to reduce the amount of unpaved surfaces that could result in dust generation. As shown in Table 3.1-3, with implementation of the feasible SMAQMD’s BMPs identified in Mitigation Measure 3.1- 2, the PM10 and PM2.5 emissions resulting from construction of new uses under the project would not exceed applicable thresholds. Therefore, this impact would be less than significant with mitigation.

Impact 3.1-3: Result in a Net Increase in Long-Term Operational Criteria Air Pollutant and Precursor Emissions That Exceed SMAQMD-Recommended Thresholds Development in the Specific Plan Area would result in operational emissions of ROG and PM10 that would exceed SMAQMD thresholds due to the use of consumer products and operational vehicle emissions. Implementation of Mitigation Measures 3.1-3a and 3.1-3b would reduce PM emissions associated with future development through the implementation of measures to reduce exhaust and fugitive dust, inclusion of low-emission vehicles, and electric development. However, at this level of analysis, it cannot be guaranteed that these measures would sufficiently reduce PM emissions. Thus, this impact would be significant and unavoidable.

The first year of full project operation (i.e., the first full year following the cessation of construction activities) was assumed to be 2040, as this is the horizon year of the 2040 General Plan. Operational emissions modeling only accounted for the incremental increase in emissions that would result from Air Quality Ascent
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development under the project compared to baseline conditions, pursuant to the requirements of CEQA. See Section “Cumulative” below for an analysis of cumulative impacts of the proposed project taken together with other past, present, and probable future projects.

Development of the project would result in the generation of long-term operational emissions of ROG, NOX, PM10, and PM2.5 from mobile, stationary, and area-wide sources. Mobile source emissions of criteria pollutants and precursors would result from vehicle trips generated by residents, employees, and other associated vehicle trips (e.g., delivery of supplies and maintenance vehicles). Stationary and area-wide sources would include the use of landscaping equipment and other small equipment, the periodic application of architectural coatings, and ROG from the use of consumer products.

Table 3.1-5 summarizes the maximum daily operation-related emissions of criteria air pollutants during the winter and summer seasons at full project buildout.

Table 3.1-5 Criteria Air Pollutant and Precursor Emissions Associated with Project Operations Source ROG
(lb/day)
NOX
(lb/day)
PM10
(lb/day) PM10 (tpy) PM2.5 (lb/day) PM2.5 (tpy)
Mobile 8 19 94 16.8 24 4.3
Area 179 3 0 <1 0 <1
Energy 2 43 3 0.6 3 0.6
Total 189 64 98 17.5 28 4.9
SMAQMD Thresholds of Significance without
BMPs1
65 65 0 0 0 0
Threshold Exceeded? Yes No Yes Yes Yes Yes
SMAQMD Thresholds of Significance with
BMPs2
65 65 80 14.6 82 15
Threshold Exceeded? Yes No Yes Yes No No
Notes: ROG = reactive organic gas; NOX = oxides of nitrogen; CO = carbon monoxide; PM10 = respirable particulate matter; lb/day = pounds per day; SMAQMD = Sacramento Metropolitan Air Quality Management District. 1 Without implementation of operational PM reducing BMPs. 2 With implementation of operational PM reducing BMPs.

Source: Modeled by Ascent Environmental in 2023.

As shown in Table 3.1-5-, operational emissions would result in emissions of 189 lb/day of ROG that would exceed the SMAQMD threshold of 65 lb/day. Additionally, operation of the project would result in emissions of 98 lb/day and 17.45 tpy of PM10 that would exceed both the daily and annual SMAQMD standards (80lb/day and 14.6 tpy, respectively). As a requirement for the non-zero SMAQMD PM thresholds, all development under the project must adhere to the mandatory requirements of the California Green Building Code (CalGreen). All other criteria pollutant emissions would be below applicable thresholds.

The project's operational ROG emissions can be largely attributed to the use of consumer products (e.g., aerosols, cleaning products, hairspray) (included in the “Area” source in Table 3.1-5). The use of consumer products and subsequent emissions are dictated by human behaviors which cannot reliably be altered through mitigation. Therefore, mitigation to reduce area ROG emissions is not proposed because there is no mitigation that would reliably dissuade the use of consumer products in order to reduce ROG emissions below a significant level.

Regarding operational PM10, the project would result in additional VMT associated with new residential and commuting trips. These trips would generate PM10 emissions from the combustion of both gasoline and diesel fuels, however the majority of PM10 emissions would occur from diesel fuel combustion (see Ascent Air Quality
City of Sacramento
Stockton Boulevard Plan Draft EIR 3.1-19
Appendix B). As stated above and shown in Table 3.1-5, emissions from these additional trips would exceed SMAQMD thresholds for daily and annual PM emissions.

SMAQMD’s project thresholds are intended to maintain or achieve attainment designations in the SVAB with respect to the CAAQS and NAAQS. Projects that exceed SMAQMD’s thresholds contribute to nonattainment designations, it would exacerbate or interfere with the region’s ability to attain the healthbased standards (SMAQMD 2020b). Because buildout of the project would result in operational emissions above SMAQMD’s recommended thresholds for ROG and PM10, the project could contribute to a violation of air quality standard or contribute substantially to an existing or projected air quality violation. Because the ambient air quality standards are established to be protective of public health, adverse health impacts to receptors could occur due emissions above SMAQMD’s thresholds.

Therefore, this impact would be significant.

Mitigation Measures
Implement Mitigation Measure 3.5-1b.

Significance after Mitigation
Implementation of Mitigation Measure 3.5-1b would reduce PM emissions associated with future development in the Specific Plan Area through the implementation of various measures of the City of Sacramento Climate Action and Adaptation Plan that directly reduce exhaust and fugitive dust, endorse low-emission vehicles, and requires electric development. However, at this level of analysis, it cannot be guaranteed that these measures would be sufficient to reduce PM emissions below a significant level. This is because the extent of the application of these measures cannot be reliably estimated without specifics regarding diesel truck trips that would occur on the project level during the operation of individual project under the Specific Plan. Enforcement of these measures cannot be guaranteed at this level of analysis, but would occur at the project level as subsequent CEQA analyses are performed for individual projects under the Specific Plan. Additionally, as discussed above, there is no mitigation which can implemented to reliably reduce the use of consumer products in order to minimize ROG emissions below a significant level. Thus, this impact would be significant and unavoidable even after implementation of mitigation.

Impact 3.1-4: Expose Sensitive Receptors to Substantial Pollutant Concentrations Construction and operation of the proposed project could result in development occupied by sensitive uses within 500 feet of freeways or major roadways. Mitigation Measure 3.1-4 would require implementation of 2040 General Plan policies to reduce TAC emissions. However, these measures would not be sufficient to reduce impacts to a less-than-significant level. Impacts would be significant and unavoidable.

With regard to exposure of diesel PM, the dose to which receptors are exposed is the primary factor used to determine health risk. 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 level of health risk for an exposed receptor. Thus, the risks estimated for an exposed individual are higher if a fixed exposure occurs over a longer period.

Regarding existing off-site receptors, as stated in Section 3.1.2, existing sensitive receptors such as churches, residential areas, and healthcare facilities are scattered throughout the plan area. At this level of analysis the exact location of individual projects that would be developed under the proposed Specific Plan is not known; however, because development is proposed to occur throughout the plan area it is assumed that sensitive receptors could be located in close proximity to development that occurs as a result of Specific Plan implementation.

Air Quality Ascent
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3.1-20 Stockton Boulevard Plan Draft EIR
Construction
Construction-related activities would result in temporary, intermittent emissions of diesel PM from the exhaust of off-road, heavy-duty diesel equipment used for site preparation (e.g., clearing, grading); paving; on-road truck travel; and other miscellaneous activities. On-road diesel-powered haul trucks traveling to and from the construction areas to deliver materials and equipment are less of a concern because they would not remain in the Specific Plan Area for long periods of time.

Based on the construction-related emissions modeling conducted (see Appendix B), maximum daily emissions of exhaust PM10 would be approximately 1.6 lb/day during hypothetical peak construction conditions associated with anticipated growth in the Specific Plan Area (see Appendix B for detailed model outputs). This is far below the SMAQMD threshold of 80 lb/day. This maximum daily emission level represents multiple, simultaneous construction projects. It is likely that construction activities would be located at various locations throughout the Specific Plan Area and occur intermittently over the plan horizon (i.e., through 2040). In addition, the use of off-road heavy-duty diesel equipment would occur incrementally over the 15-year plan horizon. As construction progresses, activity intensity and duration would vary throughout the Specific Plan Area. As such, no single existing or future receptor would be exposed to substantial construction-related emissions of diesel PM for extended periods of time.

Further, as construction progresses over time, the off-road construction equipment fleet used in the City of Sacramento, Sacramento County, and throughout the state would continue to become cleaner as a result of EPA’s Tier 4 Final rule, that requires new or rebuilt offroad diesel engines (after 2014) to meet the most stringent NOX and diesel PM exhaust requirements (i.e., up to 95 percent reduction compared to older models). Thus, considering that construction-related maximum daily emissions would not exceed adopted SMAQMD thresholds and in combination with the fact that diesel exhaust emissions would be even lower than estimated in this analysis in the future, exposure to nearby receptors (existing or planned future) from construction-related TACs would not be anticipated.

Considering the relatively low levels of diesel PM emissions that would be generated by construction, the relatively short duration of diesel PM-emitting construction activity at any one location of the project, and the highly dispersive properties of diesel PM, construction-related TAC emissions would not expose sensitive receptors to an unreasonable incremental increase in cancer risk Construction-related TAC emissions would not expose sensitive receptors to an unreasonable incremental increase in cancer risk. This impact would be less than significant.

Operation
The proposed project involves the development of residential, commercial, and medical land use types within the Specific Plan Area. It can be reasonably assumed that development under the project, especially the development of commercial land uses typically associated with truck delivery trips used for transporting goods, would result in additional diesel truck trips that would contribute to the existing exposure levels of diesel PM within the identified census tracts. Impacts would be potentially significant.

Mitigation Measures
Mitigation Measure 3.1-4: Implement 2040 General Plan Policies • Parking Lot Shading. The City shall review and amend the Parking Lot Shading Design and Maintenance Guidelines and Parking Lot Shading Ordinance as needed to promote tree health, growth, and maintenance of trees to reduce urban heat island impacts (General Plan Policy ERC-3.11).
• Project Design. The City shall promote the incorporation of new technologies, materials, and design and construction techniques in private development projects that minimize air pollution, noise, excess heat, and other forms of pollution and its impacts. (General Plan Policy ERC-4.3) Ascent Air Quality
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Stockton Boulevard Plan Draft EIR 3.1-21
• Sensitive Uses. The City shall consult, as appropriate, with the Sacramento Metropolitan Air Quality Management District (SMAQMD) in evaluating exposure of sensitive receptors to toxic air contaminants, and will impose conditions, as appropriate, on projects to protect public health and safety (General Plan Policy ERC-4.4).
• Air Filtration Systems: The City shall explore opportunities to accelerate the installation of air filtration systems in existing buildings in partnerships with the Sacramento Metropolitan Air Quality Management District (SMAQMD) and other partners in the Sacramento region. Schools, nursing homes, and other sensitive uses within disadvantaged communities (DACs) and areas most affected by air quality issues should be prioritized (General Plan Policy EJ-A.2) (2040 General Plan Policy ERC-4.4)
Significance after Mitigation
Policies implemented by the City as part of the 2040 General Plan and the Specific Plan would moderate emissions and exposure. General Plan Policy ERC-3.11 recommends amendments to the City’s Parking Lot Shading Design and Maintenance Guidelines and Parking Lot Shading Ordinance.

Tree canopies serve as a natural filtration system for air pollution, and is a strategy recommended by CARB in its Strategies to Reduce Air Pollution Exposure Near High-Volume Roadways Technical Advisory (CARB 2017a). General Plan Policy ERC-4.2 directs the City to promote new technologies and design considerations to minimize exposure to air pollution. General Plan Policy ERC-4.4 encourages partnership with SMAQMD to reduce expose to TACs. General Plan Policy EJ-A.2 directs the City to explore opportunities in accelerate the installation of air filtration systems in existing homes currently experiencing high pollution. Nevertheless, the potential development, particularly from the emissions of diesel PM from truck-related activity, would expose sensitive uses to TACs emissions.

Impacts for construction and operation would be significant and unavoidable.

Impact 3.1-5: Create Objectionable Odors Affecting a Substantial Number of People The project would introduce construction-related odor sources into the area (e.g., temporary diesel exhaust emissions during construction). However, these odor sources would be temporary, intermittent, and dissipate rapidly from the source. The project would not introduce new odor sources identified by SMAQMD and therefore would not result in an odor impact. As a result, potential exposure of sensitive receptors to objectionable odors would be less than significant.

The occurrence and severity of odor impacts depends on numerous factors, including: the nature, frequency, and intensity of the source; wind speed and direction; and the sensitivity of the affected receptors. While offensive odors rarely cause any physical harm, they can still be very unpleasant, leading to considerable distress among the public and often generating citizen complaints to local governments and regulatory agencies. Impacts related to odors resulting from the project are discussed below.

Construction
The predominant source of power for construction equipment is diesel engines. Exhaust odors from diesel engines, as well as emissions associated with paving and the application of architectural coatings may be considered offensive to some individuals. The generation of these odor emissions would vary greatly on a day-to-day basis depending on the type of construction activities. Application of architectural coatings would also be a source of offensive odors from volatile organic compounds, also defined as ROG. However, because the application of architectural coatings would be required to comply with SMAQMD Rule 442 (“Architectural Coatings”) that requires VOC limits on coatings used, potential construction odors would be minimized. Minor odors from the use of heavy-duty diesel equipment would be intermittent and temporary and would dissipate rapidly from the source with an increase in distance. Given the temporary nature of construction activities and the highly dispersive properties of diesel PM, construction of the project is not anticipated to result in an odor-related impact Air Quality Ascent
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3.1-22 Stockton Boulevard Plan Draft EIR
during the construction activities associated with increased residential capacity allowed under the proposed rezone.

Long-Term Operation
As stated above, SMAQMD identifies land uses such as wastewater treatment plants, cultivation operations, and waste handling facilities as typically being associated with the generation of nuisance odors. The project would result in the development of residential, commercial and medical land use types which are not associated with the emission of operational odors. Therefore, the project would not result in long-term operational odor impacts.

Summary
Construction-related odors would occur intermittently, disperse quickly, and would cease upon the completion of the construction phase. Operational odors are not typically associated with residential land uses such as those proposed in the project. Therefore, the project would result in a less-thansignificant impact related to the exposure of sensitive receptors to odors.

Mitigation Measures
No mitigation measures are required.

CUMULATIVE IMPACTS
Impact 3.1-6: Potential for the Implementation of the Specific Plan, in Combination with Other Development, to Contribute to a Significant Cumulative Air Quality or Odor Impact Implementation of the proposed Specific Plan, in combination with other cumulative development in the area, would involve development and redevelopment activities within the Specific Plan Area. Through adherence to applicable regulatory requirements and implementation of project-specific mitigation, the contributions of individual projects under the Specific Plan within the cumulative context would be less than cumulatively considerable. However, the Specific Plan would have a cumulatively considerable contribution to impacts related to operational emissions even with implementation of Mitigation Measures 3.1-3a and 3.1-3b. Therefore, impacts would be significant and unavoidable.

The cumulative setting for regional air quality impacts would be the SVAB. Odor and TACs exposure are localized impacts and the cumulative context is considered to be 1,000 feet from the Specific Plan Area.

Conflict with and Applicable Air Quality Plan
As noted in the above analysis, SMAQMD provides guidance for evaluating air quality impacts. In accordance with SMAQMD guidance, the project was evaluated qualitatively for consistency with the adopted air quality plan in the region. The analysis above concluded that development under the project would align with the overall goal of the MTP/SCS which is to reduce VMT but increasing mixed use, high-density development to provide jobs and housing along established transportation corridors because the Specific Plan would add housing and employment opportunities near existing development and transportation hubs within the Specific Plan area. Because the MTP/SCS must demonstrate consistency with the 2017 Sacramento Regional 2008 NAAQS 8-Hour Ozone Attainment and Reasonable Further Progress Plan, the project is considered consistent with both AQMPs. Therefore, the Specific Plan would not have a cumulatively considerable contribution to impacts related to conflict with and applicable air quality plan and this impact would be less than significant.

Construction Emissions of Criteria Air Pollutants and Precursors Sacramento County is in nonattainment for ozone and PM10 with respect to the CAAQS, and for ozone and PM2.5 with respect to the NAAQS. Construction activities in the region would emit additional Ascent Air Quality
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Stockton Boulevard Plan Draft EIR 3.1-23
particulate matter and ozone precursors that may conflict with attainment efforts in the county. Because the region is in nonattainment, the existing cumulative condition is adverse, and any additional emissions would exacerbate that condition. However, SMAQMD has established construction emission thresholds for individual construction projects, which determine whether that particular project’s emissions would be cumulatively considerable (SMAQMD 2020c).

As detailed in Impact 3.1-2 above, with application of the SMAQMD’s emission thresholds without the application of BMPs, construction emissions of PM10 and PM2.5 would exceed the applicable mass emission thresholds established by SMAQMD. Mitigation Measure 3.1-2 requires that General Plan Policy ERC-4.5 be implemented. This policy states that the City shall ensure that construction and grading activities minimize short-term impacts to air quality by employing appropriate measures and best practices (i.e., SMAQMD BMPs). The incorporation of SMAQMDs BMPs that would reduce project-specific PM10 and PM2.5 emissions.

Therefore, the Specific Plan would not have a cumulatively considerable contribution to impacts related to construction emissions and this impact would be less than significant.

Long-Term Operational Emissions of Criteria Air Pollutants and Precursors SMAQMD has established operational emission criteria thresholds with and without BMPs for projects beyond which a particular project’s emissions would be cumulatively considerable (SMAQMD 2020c). A project that operates below the threshold levels is generally considered not to result in a cumulatively significant air quality impact, and those that operate above the thresholds would result in a cumulative impact.

Implementation of the project would result in the generation of long-term operational emissions of ROG, NOX, PM10, and PM2.5 due to mobile, energy, stationary, and area-wide emissions associated with the project. Mobile-source emissions of criteria air pollutants and precursors would result from vehicle trips generated by residents and workers and other associated vehicle trips (e.g., delivery of supplies and maintenance vehicles). Stationery and area-wide sources would include the combustion of natural gas for appliances, electronics, and other miscellaneous plug-in uses, the use of landscaping equipment and other small equipment, the periodic application of architectural coatings, and ROG from the use of consumer products. As discussed in Impact 3.1-3, the project would result in operational activity that would exceed SMAQMD’s emission threshold for ROG and PM10. Regarding PM10, despite the application of Mitigation Measure 3.5b, it cannot be guaranteed that PM10 emissions would be reduced below SMAQMD thresholds. Regarding ROG, the use of consumer products and subsequent emissions are dictated by human behaviors which cannot reliably be altered through mitigation.

Therefore, operational emissions would exceed SMAQD thresholds despite mitigation. Projects that emit criteria air pollutants in exceedance of SMAQMD’s thresholds would contribute to the regional degradation of air quality within the SVAB and would be considered cumulatively considerable.

Therefore, the Specific Plan would have a cumulatively considerable contribution to impacts related to operational emissions and this impact would be significant.

Exposure of Sensitive Receptors to TACs
TACs, which are examined under Impact “Exposure of Sensitive Receptors to TACs,” are also pollutants of localized concern. High concentrations of TACs within urban areas may result from heavy vehicle traffic, industrial sources, or other sources, which when in close proximity to one another could result in unhealthy air quality conditions for nearby receptors, which would be considered a significant cumulative impact. However, due to the highly dispersive properties of TACs evaluated, emissions do not typically combine from construction or new stationary sources with other adjacent sources to result in cumulative impacts. In addition, Mitigation Measure 3.1-4 would require implementation of 2040 General Plan policies to reduce TAC emissions. Because of the localized nature of TACs and that project-generated TAC emissions would be substantial, project-generated increases in TAC emissions Air Quality Ascent
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3.1-24 Stockton Boulevard Plan Draft EIR
could be cumulatively combine with other past, present, and future projects in the Plan Area resulting in a cumulatively considerable impact.

Therefore, the Specific Plan would not have a cumulatively considerable contribution to impacts related to TACs and this impact would be significant.

Exposure of Sensitive Receptors to Odors
The potential generation of objectionable odors affecting a substantial number of people is also an impact of localized concern. According to SMAQMD, land uses typically associated with the generation of nuisance odors include wastewater conveyance and wastewater treatment plants, municipal solid waste landfills and trash transfer stations, composting facilities, animal agriculture and processing, rendering facilities and roadkill collection, chemical and petroleum industries, and cannabis cultivation (SMAQMD 2019a). These land uses are not proposed under the project. Any new potential odor sources would be subject to future environmental review, and to SMAQMD Rule 402, Nuisance. The project’s potential in contributing to cumulative odor impacts would not be cumulatively considerable.

Therefore, the Specific Plan would not have a cumulatively considerable contribution to impacts related to odors and this impact would be less than significant.

Long-Term Operational Emissions of Criteria Air Pollutants and Precursors As discussed in Impact 3.1-3, it cannot be guaranteed that Mitigation Measures 3.1-3a and 3.1-3b would be sufficient to reduce PM and ROG emissions below a significant level. Because SMAQMDadopted significance thresholds are cumulative in nature, they represent the level at which emissions of a given project would impede the air basin from achieving ambient air quality standards, considering anticipated growth and associated emissions in that region. Therefore, because these measures cannot be guaranteed to reduce PM and ROG emissions below SMAQMD thresholds, the Specific Plan would have a cumulatively considerable contribution to impacts related to operational emissions and this impact would be significant and unavoidable with mitigation.

Mitigation Measures
No additional mitigation is feasible to reduce the Specific Plan’s contribution to cumulative impacts other than Mitigation Measures 3.1-2, 3.1-3a, 3.1-3b, and 3.1-4.

Significance after Mitigation
As discussed above under Impact 3.1-2, implementation of Mitigation Measures 3.1-2 would ensure that PM10 and PM2.5 emissions resulting from construction of new uses under the project would not exceed applicable thresholds. As discussed above under Impact 3.1-3, Implementation of Mitigation Measures 3.1-3a and 3.1-3b would reduce PM emissions associated with future development through the implementation of measures to reduce exhaust and fugitive dust, inclusion of low-emission vehicles, and electric development but not to a less-than-significant level. As discussed above under Impact 3.1- 4, implementation of Mitigation Measure 3.1-4 would reduce impacts related to TAC emissions to a less-than-significant level. Therefore, the Specific Plan’s contribution to construction-related criteria air pollutants and TAC emissions would be less than cumulatively considerable. However, the Specific Plan’s contribution to long-term operational criteria air pollutants would be cumulatively considerable.

The cumulative air quality impacts would be significant and unavoidable.

Ascent Biological Resources
City of Sacramento
Stockton Blvd Plan Draft EIR 3.2-1

3.2 BIOLOGICAL RESOURCES
This section addresses common and sensitive biological resources that could be affected by implementation of the Stockton Boulevard Plan. This evaluation is based on data collected during a search of the California Department of Fish and Wildlife (CDFW) California Natural Diversity Database (CNDDB), California Native Plant Society’s (CNPS’s) online Inventory of Rare and Endangered Plants, and the U.S. Fish and Wildlife Service (USFWS) Information for Planning and Consultation (IPaC) Trust Resource report species list.

One comment during the Notice of Preparation period was received regarding the desire for biological resources to be discussed within the EIR.

3.2.1 Regulatory Setting

FEDERAL
Federal Endangered Species Act
Pursuant to the federal Endangered Species Act (ESA) (16 U.S.C. Section 1531 et seq.), the U.S. Fish and Wildlife Service (USFWS) regulates the taking of species listed in the ESA as threatened or endangered. In general, persons subject to ESA (including private parties) are prohibited from “taking” endangered or threatened fish and wildlife species on private property, and from “taking” endangered or threatened plants in areas under federal jurisdiction or in violation of state law. Under Section 9 of the ESA, the definition of “take” is to “harass, harm, pursue, hunt, shoot, wound, kill, trap, capture, or collect, or to attempt to engage in any such conduct.” USFWS has also interpreted the definition of “harm” to include significant habitat modification that could result in take.

Section 10 of the ESA applies if a non-federal agency is the lead agency for an action that results in take and no other federal agencies are involved in permitting the action. Section 7 of the ESA applies if a federal discretionary action is required (e.g., a federal agency must issue a permit), in which case the involved federal agency consults with USFWS.

Clean Water Act Section 404
Areas meeting the regulatory definition of waters of the United States are subject to the jurisdiction of the US Army Corps of Engineers (USACE). These waters may include all waters used, or potentially used, for interstate commerce, including all waters subject to the ebb and flow of the tide, all interstate waters, all impoundments of waters otherwise defined as waters of the United States, relatively permanent, standing or continuously flowing tributaries of waters otherwise defined as waters of the United States, the territorial seas, and wetlands adjacent to and with a continuous surface connection to waters of the United States (33 Code of Federal Regulations [CFR], Part 328, Section 328.3). The USACE, under provisions of Section 404 of the Clean Water Act (1972) (CWA) and Section 10 of the Rivers and Harbors Act (1899), has jurisdiction over waters of the United States. Waters thus regulated are termed “jurisdictional waters.” Impacts to jurisdictional waters, including wetlands (a special category of water of the US), require a permit from the USACE and typically require mitigation. Impacts to wetlands often require compensation in-kind to ensure no net loss of extent and function of wetlands.

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3.2-2 Stockton Blvd Plan Draft EIR
Migratory Bird Treaty Act
The Migratory Bird Treaty Act (MBTA), first enacted in 1918, provides for protection of international migratory birds and authorizes the Secretary of the Interior to regulate the taking of migratory birds. The MBTA provides that it will be unlawful, except as permitted by regulations, to pursue, take, or kill any migratory bird, or any part, nest, or egg of any such bird. Under the MBTA, “take” is defined as “to pursue, hunt, shoot, wound, kill, trap, capture, or collect, or any attempt to carry out these activities.” A take does not include habitat destruction or alteration, as long as there is not a direct taking of birds, nests, eggs, or parts thereof. The current list of species protected by the MBTA can be found in Title 50 of the Code of Federal Regulations (CFR), Section 10.13 (50 CFR 10.13). The list includes nearly all birds native to the US.

STATE
California Endangered Species Act
Pursuant to the California Endangered Species Act (CESA), a permit from CDFW is required for projects that could result in the “take” of a plant or animal species that is listed by the state as threatened or endangered. Under CESA, “take” is defined as an activity that would directly or indirectly kill an individual of a species, but does not include “harm” or “harass,” as does the federal definition. As a result, the threshold for take is higher under CESA than under the federal ESA. Authorization for take of state-listed species can be obtained through a California Fish and Game Code Section 2081 incidental take permit.

California Fish and Game Code Sections 3503 and 3503.5—Protection of Bird Nests and Raptors
Section 3503 of the Fish and Game Code states that it is unlawful to take, possess, or needlessly destroy the nest or eggs of any bird. Section 3503.5 of the California Fish and Game Code states that it is unlawful to take, possess, or destroy any raptors (i.e., species in the orders Falconiformes and Strigiformes), including their nests or eggs. Typical violations include destruction of active nests as a result of tree removal or disturbance caused by project construction or other activities that cause the adults to abandon the nest, resulting in loss of eggs and/or young.

California Fish and Game Code Section 1602
Activities that result in the diversion or obstruction of the natural flow of a stream; substantially change its bed, channel, or bank; or utilize any materials (including vegetation) from the streambed, require that the project applicant enter into a Streambed Alteration Agreement with CDFW pursuant to Section 1602 of the California Fish and Game Code. The definition of streams includes “intermittent and ephemeral streams, rivers, creeks, dry washes, sloughs, blue-line streams, and watercourses with subsurface flows.” Canals, aqueducts, irrigation ditches, and other means of water conveyance can also be considered streams if they support aquatic life, riparian vegetation, or stream-dependent terrestrial wildlife.

Fully Protected Species under the California Fish and Game Code Protection of fully protected species is described in Sections 3511, 4700, 5050, and 5515 of the California Fish and Game Code. These statutes prohibit take or possession of fully protected species and do not provide for authorization of incidental take.

Ascent Biological Resources
City of Sacramento
Stockton Blvd Plan Draft EIR 3.2-3
Porter-Cologne Water Quality Control Act
Areas meeting the regulatory definition of waters of the state are subject to the jurisdiction of the CVRWQCB. Waters of the state means any surface water or groundwater, including saline waters, within the boundaries of the state (California Water Code, Chapter 2, 13050(e)). Any person discharging waste, or proposing to discharge waste, within any region that could affect the quality of the waters of the state, other than into a community sewer system, must file a report of waste discharge with the appropriate regional board (California Water Code, Article 4, 13260(a)(1)).

LOCAL
City of Sacramento General Plan
The City of Sacramento 2040 General Plan is the City’s policy guide for future development. The 2040 General Plan establishes land uses for the Specific Plan Area along with policies that guide development, design, and urban form. Implementation of the Specific Plan would occur within and beyond the 2040 General Plan horizon.

City of Sacramento Tree Ordinance (Sacramento City Code 12.56, as amended) A permit is required to perform regulated work on “City Trees” or “Private Protected Trees” (which includes trees formerly referred to as “Heritage Trees”). City trees are characterized as trees partially or completely located in a City park, on City owned property, or on a public right-of-way, including any street, road, sidewalk, park strip, mow strip, or alley. Private protected trees are defined as trees designated to have special historical value, special environmental value, or significant community benefit, that are located on private property. Private protected trees are:
• All native trees at 12-inch diameter standard height (DSH). Native trees include Coast, Interior, Valley, and Blue Oaks; California Sycamore, and Buckeye. • All trees at 32-inch DSH with an existing single family or duplex dwelling. • All trees at 24-inch DSH on undeveloped land or any other type of property such as commercial, industrial, and apartments.

Tree permits required for a project that includes an application for a discretionary permit under Sacramento City Code Title 17, the City’s Planning and Development Code which implements the City’s General Plan through the adoption and administration of zoning laws, ordinances, rules, and regulations, are subject to the same notice, hearing, and appeal provisions applicable to the Title 17 discretionary permit. A tree replacement plan required for a project must provide for the replacement of trees at a ratio of 1-inch DSH of tree replaced for each inch DSH of tree removed (1:1 ratio). Tree replacement options include on-site and off-site replacement; payment of an in-lieu fee; and credit for preservation of existing trees on the same property that are smaller than a private protected tree removed (City of Sacramento 2023).

Biological Resources Ascent
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3.2-4 Stockton Blvd Plan Draft EIR

3.2.2 Environmental Setting
Prior to human development, the City of Sacramento contained perennial grasslands, riparian woodlands, oak woodlands, and a variety of wetlands including vernal pools, seasonal wetlands, freshwater marshes, ponds, streams, and rivers. Over the last 150 years, agriculture, irrigation, flood control, and urbanization have resulted in the loss or alteration of much of the natural habitat within the city. Nonnative annual grasses have replaced the native perennial grasslands, many of the natural streams have been channelized, much of the riparian and oak woodlands have been cleared, and most of the marshes have been drained and converted to agricultural or urban uses.

The Specific Plan Area is developed with residential, commercial, and other urban development. The Specific Plan Area also includes ornamental landscaping, which consists of areas supporting introduced or nonnative trees, shrubs, flowers, and turf grass.

HABITAT
Urban habitat encompasses the majority of the Specific Plan Area and is subject to regular disturbance and activity, as shown in Figure 3.2-1. Urban areas are paved or otherwise developed and generally lack natural vegetation. The Specific Plan Area contains urban vegetation including ornamental shrubs, landscaping plants, lawns, and some larger native and nonnative shade trees. The existing office and industrial land uses in the most northern portion of the Specific Plan Area are mostly devoid of vegetation but contain some smaller areas of ornamental vegetation and nonnative trees. Due to the Specific Plan Area being comprised of urban development and infrastructure associated with commercial and residential uses, native habitats have been altered, limiting native plant communities.

The Specific Plan Area contains a small portion of annual grassland habitat within the southern portion of the Specific Plan Area, where Morrison Creek traverses through the Specific Plan Area. However, throughout the Specific Plan Area and its surroundings, Morrison Creek is channelized and lined with concrete. While planted grasses are located on the upper banks of the creek, the concrete lining does not allow for the establishment of emergent marsh vegetation and the banks are maintained to prohibit establishment of shrubs or trees. Additionally, there are several vacant lots scattered throughout the Specific Plan Area that contain annual grassland habitat features. However, these vacant lots are not classified as annual grassland habitats per the CAL FIRE California Wildlife Habitat Relationship System Types (CAL FIRE 2019). All vacant lots within the Specific Plan Area seem to be pre-disturbed areas that are surrounded by chain link fences.

Ascent Biological Resources
City of Sacramento
Stockton Blvd Plan Draft EIR 3.2-5
Source: Data downloaded from CAL FIRE in 2023.

Figure 3.2-1 Habitats within Plan Area
Biological Resources Ascent
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3.2-6 Stockton Blvd Plan Draft EIR

SENSITIVE BIOLOGICAL RESOURCES
Sensitive biological resources include those species, natural communities, and habitats that receive special protection through ESA, CESA, CWA, California Fish and Game Code, Porter-Cologne Water Quality Control Act (Porter-Cologne Act), or local plans, policies, and regulations; or that are otherwise considered sensitive by federal, state, or local resource conservation agencies. Sensitive biological resources evaluated as part of this analysis include sensitive natural communities and special-status plant and animal species.

Special-Status Species
Special-status species are defined as species that are legally protected or that are otherwise considered sensitive by federal, state, or local resource agencies. Special-status species are species, subspecies, or varieties that fall into one or more of the following categories, regardless of their legal or protection status:
• species listed or proposed for listing as threatened or endangered under the ESA (50 CFR Section 17.12) for listed plants, (50 CFR Section 17.11) for listed animals, and various notices in the Federal Register for proposed species;
• species that are candidates for possible future listing as threatened or endangered under the ESA (75 CFR Section 69222);
• species protected under the Marine Mammal Protection Act; • species that are listed, proposed for listing, or candidates for listing by the State of California as threatened or endangered under CESA of 1984 (14 CCR Section 670.5); • species that meet the definition of rare or endangered under the State CEQA Guidelines Section 15380;
• animals fully protected in California (Fish and Game Code Section 3511 for birds, Section 4700 for mammals, and Section 5050 for reptiles and amphibians); • species identified by CDFW as species of special concern; • species afforded protection under local or regional planning documents; • plant taxa considered by CDFW to be “rare, threatened, or endangered in California” and assigned a California Rare Plant Rank (CRPR) of 1A, presumed extinct in California and not known to occur elsewhere; 1B, considered rare or endangered in California and elsewhere; 2A, presumed extinct in California, but more common elsewhere and 2B, considered rare or endangered in California but more common elsewhere. In general, CRPR 3 and 4 species do not meet the definition of endangered, rare, or threatened pursuant to State CEQA Guidelines Section 15380. However, these species may be considered locally significant and may be evaluated by the lead agency on a case-by-case basis; and • species that are considered locally significant, that is, a species that is not rare from a statewide perspective but is rare or unique in a local context such as within a county or region (State CEQA Guidelines Section 15125 [c]) or is so designated in local or regional plans, policies, or ordinances (State CEQA Guidelines, Appendix G).

The term “California species of special concern” is applied by CDFW to animals not listed under ESA or CESA, but that are considered to be declining at a rate that could result in listing, or that historically occurred in low numbers and known threats to their persistence currently exist. CDFW’s fully protected status was California’s first attempt to identify and protect animals that were rare or facing extinction.

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Most species listed as fully protected were eventually listed as threatened or endangered under CESA; however, some species remain listed as fully protected but do not have simultaneous listing under CESA. Fully protected species may not be taken or possessed at any time and no take permits can be issued for these species except for scientific research purposes or for relocation to protect livestock.

Table 3.2-1 provides a list of special-status species potentially occurring in the project vicinity. CDFW’s CNDDB (CNDDB 2023), a statewide inventory of the locations and conditions of the State’s rarest plant and animal taxa and vegetation types, was reviewed for specific information on documented observations of special-status species previously recorded in the project vicinity. A 1-mile search radius around the project site was used to identify potential special-status species because it encompasses a sufficient distance to accommodate for local habitat diversity. The CNDDB is based on actual recorded occurrences and does not constitute an exhaustive inventory of every resource.

The species list in Table 3.2-1 includes special-status wildlife species with both scientific and common names, legal status, description of habitat preference, and the potential for the species to occur on the project site. No special-status plant species are included because there is no suitable habitat for special-status plant species on-site, no sensitive communities are present on-site, and no specialstatus plant species were identified in the California Native Plant Species record search (CNPS 2023).

Most of the special-status species identified in Table 3.2-1 do not occur in the Specific Plan Area or have a low potential for occurrence because the habitat elements they require either were never present or are no longer found on the highly-urbanized site in Sacramento. Special-status wildlife species that could occur on or adjacent to the Specific Plan Area are evaluated in this Draft EIR and are discussed in further detail below.

Special-Status Plants
While there is a portion of the Specific Plan Area along Morrison Creek that is classified as annual grassland, vegetation in this area is regularly maintained to reduce fire risks and prohibit overgrowth that could interfere with floodwater conveyance. The substrate within Morrison Creek is concrete and the banks are armored with grouted rock at channel bends. Only a narrow strip of soil is present on the upper banks above the concrete-lined, trapezoidal channel. There are a few vacant lots within the Specific Plan Area, but these were previously developed and contain remnant building foundations, asphalt, gravel, and other fill materials. Vegetation on these vacant parcels consists of weedy, nonnative grasses and forbs and ornamental trees. The majority of the Specific Plan Area is classified as an urban habitat with paved and developed areas. While database queries identified special-status plant species records, they have been eliminated from further consideration based on the lack of natural vegetation communities in the project area that provide habitat suitable for the species to occur (CNPS 2023).

Special-Status Wildlife
Table 3.2-1 provides a list of special-status species that have the potential to be found within the Specific Plan Area and describes their regulatory status, habitat, and potential for occurrence in the Specific Plan Area. A lack of reported sightings is not an indication that the species is not present; there may be many reasons that a species could be present, but unreported. For instance, the species may have been observed but not reported, may be present during times when observers are absent, the species may be difficult to detect even when present, or comprehensive or protocol-level surveys for the species may not have been completed in the area. For these reasons, all species identified through database and literature review as potentially occurring in the Specific Plan Area vicinity and for which suitable habitat is present in the Specific Plan Area were considered as having potential to occur in the Specific Plan Area. Species for which suitable habitat is absent from the Specific Plan Area or whose Biological Resources Ascent
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known range does not include the Specific Plan Area were determined not to be affected by growth anticipated with implementation of the Specific Plan, as described in Table 3.2-1.

In general, the Specific Plan Area provides low value habitat for most wildlife species because of an overall lack of native vegetation and natural communities, and a high level of urbanization.

Nonetheless, one special-status bird species, purple martin (Progne subis), has the potential to nest within the Specific Plan Area.

Table 3.2-1 Special-Status Wildlife Species Known to Occur in the Project Vicinity and Their Potential for Occurrence in the Plan Area
Species
Listing Status
Habitat Potential to Occur
Federal State
Birds*
Swainsons hawk
Buteo swainsoni
ST Great Basin grassland, riparian forest,
riparian woodland, valley and foothill
grassland. Breeds in grasslands with
scattered trees, juniper-sage flats, riparian
areas, savannahs, and agricultural or ranch
lands with groves or lines of trees. Requires
adjacent suitable foraging areas such as
grasslands, or alfalfa or grain fields
supporting rodent populations.

Not expected to occur. Although there are
some large trees suitable for nesting by this
species, there is insufficient foraging habitat in
proximity to the Specific Plan Area to support
breeding pairs of Swainson’s hawks.
white-tailed kite
Elanus leucurus
FP Cismontane woodland, marsh and swamp,
riparian woodland, valley and foothill
grassland, and wetlands. Rolling foothills and
valley margins with scattered oaks and river
bottomlands or marshes next to deciduous
woodland. Open grasslands, meadows, or
marshes for foraging close to isolated,
dense-topped trees for nesting and perching.

Not expected to occur. Although there are
some large trees suitable for nesting by this
species, there is insufficient foraging habitat in
proximity to the Specific Plan Area to support
breeding pairs of white-tailed kites.
western yellowbilled cuckoo
Coccyzus
americanus
occidentalis
FT SE Riparian forest. Riparian forest nester, along
the broad, lower flood-bottoms of larger river
systems. Nests in riparian jungles of willow,
often mixed with cottonwoods, with lower
story of blackberry, nettles, or wild grape.

Not expected to occur. There is no riparian
habitat suitable for this species and it has not
been observed in the Specific Plan Area since
1877. This species is believed to be
extirpated from Sacramento County due to
loss of habitat from development.
purple martin
Progne subis
SSC Broadleaved upland forest, lower montane
coniferous forest. Inhabits woodlands, low
elevation coniferous forest of Douglas-fir,
ponderosa pine, and Monterey pine. Nests in
old woodpecker cavities mostly, also in
human-made structures such as freeway
overpasses/hollow-box bridges. Nest often
located in tall, isolated tree/snag.

May occur. This species has been largely
extirpated from the Central Valley with the
exception of colonies nesting in hollow-box
bridges in the City of Sacramento. The bridge
over Morrison Creek, Highway 50, and other
structures may provide nesting substrate
suitable for this species in the Specific Plan
Area.
bank swallow
Riparia riparia
ST Riparian scrub, riparian woodland. Colonial
nester; nests primarily in riparian and other
lowland habitats west of the desert. Requires
vertical banks/cliffs with fine-textured/sandy
soils near streams, rivers, lakes, ocean to dig
nesting hole.

Not expected to occur. No suitable habitat
within the Specific Plan Area.

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Species
Listing Status
Habitat Potential to Occur
Federal State
song sparrow
(Modesto
population)
Melospiza melodia
pop. 1
SSC Marsh and swamp, wetlands. Emergent
freshwater marshes, riparian willow thickets,
riparian forests of valley oak (Quercus
lobata), and vegetated irrigation canals and
levees.

Not expected to occur. There is no marsh or
riparian habitat in the Specific Plan Area
suitable for this species. This species has not
been observed in the Specific Plan Area since
1990 and is believed to be extirpated due to
development eliminating the natural wetland
habitat in the area.
burrowing owl
Athene cunicularia
SSC Coastal prairie, coastal scrub, Great Basin
grassland, Great Basin scrub, Mojavean
desert scrub, Sonoran desert scrub, and
valley and foothill grassland. Open, dry
annual or perennial grasslands, deserts and
scrublands characterized by low-growing
vegetation. Subterranean nester, dependent
upon burrowing mammals, most notably, the
California ground squirrel.

Not expected to occur. No suitable habitat
within the Specific Plan Area.
golden eagle Aquila
chrysaetos
FP Forages in open terrain such as grasslands,
deserts, savannahs, and early successional
stages of forest and shrub habitats. Nests in
rugged, open habitats with canyons and
escarpments, typically on cliffs and rock
outcroppings; however, it will also nest in
large trees in open areas, including oaks,
sycamores, redwoods, pines, and
eucalyptus, overlooking open hunting habitat.

Not expected to occur. No suitable habitat
within the Specific Plan Area.
tricolored blackbird
Agelaius tricolor
ST,
SSC
Freshwater marsh, marsh and swamp,
swamp, wetland. Highly colonial species,
most numerous in Central Valley and vicinity.

Requires open water, protected nesting
substrate, and foraging area with insect prey
within a few kilometers of the colony.

Not expected to occur. No suitable habitat
within the Specific Plan Area.

California black rail
Laterallus
jamaicensis
coturniculus
ST, FP Brackish marsh, freshwater marsh, marsh
and swamp, salt marsh, wetland. Inhabits
freshwater marshes, wet meadows and
shallow margins of saltwater marshes
bordering larger bays. Needs water depths of
about 1 inch that do not fluctuate during the
year and dense vegetation for nesting habitat
Not expected to occur. No suitable habitat
within the Specific Plan Area.
least Bell’s vireo
Vireo bellii pusillus
FE SE Riparian forest, riparian scrub, riparian
woodland. Summer resident of Southern
California in low riparian in vicinity of water or
in dry river bottoms; below 2,000 feet. Nests
placed along margins of bushes or on twigs
projecting into pathways, usually willow,
Baccharis, mesquite.

Not expected to occur. No suitable habitat
within the Specific Plan Area.
yellow-headed
blackbird
Xanthocephalus
xanthocephalus
SSC Nests in freshwater emergent wetlands with
dense vegetation and deep water. Often
along borders of lakes or ponds. Nests only
where large insects such as Odonata are
abundant, nesting timed with maximum
emergence of aquatic insects.

Not expected to occur. No suitable habitat
within the Specific Plan Area.

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Species
Listing Status
Habitat Potential to Occur
Federal State
Crustaceans
vernal pool fairy
shrimp
Branchinecta lynchi
FT Inhabit small, clear-water sandstonedepression pools and grassed swale, earth slump, or basalt-flow depression pools.

Not expected to occur. No suitable habitat
within the Specific Plan Area.
vernal pool tadpole
shrimp
Lepidurus packardi
FE Inhabits vernal pools and swales in the
Sacramento Valley containing clear to highly
turbid water. Pools commonly found in grass
bottomed swales of unplowed grasslands.

Some pools are mud-bottomed and highly
turbid.

Not expected to occur. No suitable habitat
within the Specific Plan Area.

Fish
Sacramento splittail
Pogonichthys
macrolepidotus
SSC Aquatic, estuary, freshwater marsh,
Sacramento/San Joaquin flowing waters.

Endemic to the lakes and rivers of the
Central Valley, but now confined to the Delta,
Suisun Bay and associated marshes. Slow
moving river sections, dead end sloughs.

Requires flooded vegetation for spawning
and foraging for young.

Not expected to occur. There is no flooded
vegetation or marsh habitat suitable for this
species within the Specific Plan Area.

Delta smelt
Hypomesus
transpacificus
FT SE Aquatic, estuary. Sacramento-San Joaquin
Delta. Seasonally in Suisun Bay, Carquinez
Strait, and San Pablo Bay. Seldom found at
salinities > 10 ppt. Most often at salinities <
2ppt.

Not expected to occur No estuary habitat
suitable for this species is present within the
Specific Plan Area.
steelhead - Central
Valley DPS
Oncorhynchus
mykiss irideus pop.
11 FT Aquatic. Sacramento/San Joaquin flowing
waters. Populations in the Sacramento and
San Joaquin rivers and their tributaries.

Not expected to occur. Within the Specific
Plan Area, Morrison Creek is the only aquatic
habitat in the plan area, and it does not
support aquatic habitat or natural substrates
suitable for this species.
chinook salmon -
Central Valley
spring-run ESU
Oncorhynchus
tshawytscha pop. 11
FT ST Sacramento River below Keswick Dam.

Spawns in the Sacramento River but not in
tributary streams. Requires clean, cold water
over gravel beds with water temperatures
between 6°C and 14°C for spawning.

Not expected to occur. Morrison Creek is the
only aquatic feature in the Specific Plan Area
and does not have the appropriate habitat to
support this species spawning.
chinook salmon -
Sacramento River
winter-run ESU
Oncorhynchus
tshawytscha pop. 7
FE SE Aquatic. Sacramento/San Joaquin flowing
waters. Sacramento River below Keswick
Dam. Spawns in the Sacramento River, but not
in tributary streams. Requires clean, cold water
over gravel beds with water temperatures
between 6 and 14 C for spawning.

Not expected to occur. Morrison Creek is the
only aquatic feature in the Specific Plan Area
and does not have the appropriate habitat to
support this species spawning.
green sturgeon –
southern DPS
Acipenser
medirostris pop.1
FT Aquatic, Klamath/North coast flowing waters,
Sacramento/San Joaquin flowing waters.

These are the most marine species of
sturgeon. Abundance increases northward of
Point Conception. Spawns in the
Sacramento, Klamath, and Trinity Rivers.

Spawns at temperatures between 8-14
degrees C. Preferred spawning substrate is
large cobble, but can range from clean sand
to bedrock.

Not expected to occur. Morrison Creek is the
only aquatic feature in the Specific Plan Area
and it does not have appropriate channel
substrate to support this species.

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Species
Listing Status
Habitat Potential to Occur
Federal State
Sacramento perch
Archoplites
interruptus
SSC Aquatic, Sacramento/San Joaquin flowing
waters, Sacramento/San Joaquin standing
waters. Historically found in the sloughs,
slow-moving rivers, and lakes of the Central
Valley. Prefers warm water. Aquatic
vegetation is essential for young. Tolerates
wide range of physio-chemical water
conditions.

Not expected to occur. Within the Specific
Plan Area, Morrison Creek is the only aquatic
habitat in the plan area, and it does not
support aquatic habitat or natural substrates
suitable for this species.
longfin smelt
Spirinchus
thaleichthys
FC ST Aquatic, estuary. Euryhaline, nektonic and
anadromous. Found in open waters of
estuaries, mostly in middle or bottom of water
column. Prefer salinities of 15-30 ppt, but can
be found in completely freshwater to almost
pure seawater.

Not expected to occur. No estuary habitat
suitable for this species is present within the
Specific Plan Area.

Insects
valley elderberry
longhorn beetle
Desmocerus
californicus
dimorphus
FT Occurs only in the Central Valley of
California, in association with blue elderberry
(Sambucus nigra ssp. caerulea). Prefers to
lay eggs in elderberry shrubs 2–8 inches in
diameter; some preference shown for
"stressed" elderberries.

Not expected to occur. There are no known
elderberry shrubs in the Specific Plan Area.

Mammals
American badger
Taxidea taxus
SSC Most abundant in drier open stages of most
shrub, forest, and herbaceous habitats, with
friable soils. Needs sufficient food, friable
soils and large patches of open, uncultivated
ground. Preys on burrowing rodents. Digs
burrows.

Not expected to occur. No suitable habitat
within the Specific Plan Area.

Reptiles
western pond turtle
Emys marmorata
SSC A thoroughly aquatic turtle of ponds,
marshes, rivers, streams and irrigation
ditches, usually with aquatic vegetation,
below 6,000 feet elevation. Need basking
sites and suitable (sandy banks or grassy
open fields) upland habitat up to 0.5 km from
water for egg-laying.

Not expected to occur. No suitable aquatic
vegetation, basking sites, or upland habitat for
this species is present in the Specific Plan
Area.
western spadefoot
Spea hammondii
SSC Vernal pools and other seasonal ponds with
a minimum 3-week inundation period in
valley and foothill grasslands. Takes refuge
in burrows.

Not expected to occur. No seasonal aquatic
habitat suitable for this species is present in
the Specific Plan Area.
giant gartersnake
Thamnophis giagas
FT ST Marsh and swamp, riparian scrub, wetland.

Prefers freshwater marsh and low gradient
streams. Has adapted to drainage canals and
irrigation ditches. This is the most aquatic of
the garter snakes in California.

Not expected to occur. No marsh, swamp,
riparian scrub, or wetland habitat suitable for
this species is found within the Specific Plan
Area.

Source: CNDDB 2023.
*Because the distribution and abundance of individual bird species varies seasonally, the season, or life phase, during which the species is of conservation concern in California is provided in parentheses beneath the bird species scientific name. There is potential for any of these bird species to fly over or pass through the project site, however, these species would not necessarily be nesting on or otherwise residing on the project site during the season or life phase when the species is of conservation concern in California.

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Federal:

FT Threatened (legally protected)
FC Candidate for listing by the Federal Government
State:

FP Fully protected (legally protected)
SSC Species of special concern (no formal protection other than CEQA consideration) SE Endangered (legally protected)
ST Threatened (legally protected)
WL = Species on the CDFW Watch List

1. Potential for Occurrence Definitions
Not expected to occur: Species is unlikely to be present due to poor habitat quality, lack of suitable habitat features, or restricted current distribution of the species.

May occur: Suitable habitat is available; however, there are little to no other indicators that the species might be present.

Likely to occur: Suitable habitat is available and there have been nearby recorded occurrences of the species.

CRITICAL HABITAT
Critical habitat is a specific, formally designated geographic area(s) that contains physical or biological features essential for the conservation of a threatened or endangered species and that may require special management and protection during federal actions. The critical habitat designation imposes no requirements on private or state actions on private or state lands where no federal funding, permits or approvals are required. Critical habitat may include an area that is not currently occupied by the species but that may be needed for its recovery. There are no critical habitats located within or near the Specific Plan Area (USFWS 2023).

SENSITIVE NATURAL COMMUNITIES AND HABITATS
Sensitive natural communities are those native plant communities defined by CDFW as having limited distribution statewide or within a county or region and that are often vulnerable to environmental effects of projects (CDFW 2018). These communities may or may not contain special-status species or their habitat. Sensitive natural communities are ranked by CDFW from S1 to S3, where S1 is critically imperiled, S2 is imperiled, and S3 is vulnerable. CDFW’s natural-community rarity rankings follow the 2009 NatureServe Conservation Status Assessments: Methodology for Assigning Ranks (FaberLangendoen et al. 2012), in which all alliances are listed with a global (G) and state (S) rank, where G1 is critically imperiled, G2 is imperiled, G3 is vulnerable, G4 is apparently secure, and G5 is secure.

Sensitive natural communities can be thought of as a subset of sensitive habitats.

Sensitive habitats include those that are subject to USACE jurisdiction under Section 404 of CWA, Section 1602 of the California Fish and Game Code, and the state’s Porter-Cologne Water Quality Control Act, which protects waters of the state. Sensitive natural habitat may be of special concern to these agencies and conservation organizations for a variety of reasons, including their locally or regionally declining status, or because they provide important habitat to common and special-status species. Sensitive habitats can also provide other important ecological functions, such as enhancing flood and erosion control and maintaining water quality.

As discussed above, a large majority of the Specific Plan Area is designated as urban habitat, with no wetland or riparian habitats, or sensitive natural communities present within the Specific Plan Area.

Morrison Creek traverses the southern portion of the Specific Plan Area; however, the creek is concrete lined and does not support native plant communities.

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WILDLIFE MOVEMENT CORRIDORS
The California Essential Habitat Connectivity Project is an effort to identify large remaining blocks of intact habitat or natural landscape blocks in California, and to model linkages between them; primarily for wildlife movement (Spencer et al. 2010). The Specific Plan Area is not located within any defined Natural Landscape Blocks or Essential Connectivity Areas.

3.2.3 Environmental Impacts and Mitigation Measures

METHODOLOGY
This impact evaluation is based on documents published by or endorsed by regulatory agencies, information from database searches, and information from several previously completed documents that address biological resources in the Specific Plan Area.

THRESHOLDS OF SIGNIFICANCE
An impact on biological resources is considered significant if implementation of Specific Plan would do any of the following:
• 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 CDFW or USFWS;
• 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 CDFW or USFWS; • 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;
• 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;
• conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance; and/or
• conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan.

ISSUES NOT DISCUSSED FURTHER
The Specific Plan Area is a highly urbanized environment and does not contain natural habitats.

Therefore, these areas provide marginal habitat for special-status species and support limited biological resources. While Morrison Creek is located in the southern portion of the Specific Plan Area, this portion of the creek is, channelized, concrete lined, and supports only a narrow strip of weedy grassland vegetation with no emergent marsh or riparian vegetation present. Implementation of the Specific Plan is not expected to adversely affect special-status plant species, wetlands, riparian habitats, waters of the United States, or other sensitive natural communities because these resources are not expected to occur due to prior development of the Plan Area resulting in loss of natural habitats. Impacts to these resources, or any other sensitive biological resource, are not expected and are not discussed further.

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The Specific Plan Area is not within any defined Natural Landscape Blocks or Essential Connectivity Areas and project development would not interfere substantially with the movement of any native resident or migratory wildlife species because the project site does not currently provide an important connection between any areas of natural habitat that would otherwise be isolated. Although wildlife may use the Specific Plan Area for nesting and roosting or may pass through the Plan Area occasionally, there is no evidence that the Plan Area functions as a significant wildlife movement corridor or wildlife nursey site, because the Plan Area and the area surrounding it lack natural habitat. Therefore, this issue is not discussed further.

The Specific Plan Area is not located within the jurisdiction of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state conservation plan.

Therefore, the Specific Plan would not conflict with the provisions of an adopted conservation plan and this issue is not evaluated further.

ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
Impact 3.2-1: 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 CDFW or USFWS
Implementation of the Stockton Boulevard Specific Plan could result in loss and disturbance of suitable nesting habitat for purple martin. Construction activity associated with future development could disturb active nests on or near the construction area, potentially resulting in nest abandonment by the adults and mortality of chicks and eggs. Mitigation would reduce the potential for impacts on purple martin through survey and avoidance requirements. This impact would be less than significant with mitigation.

One special-status wildlife species, purple martin, was determined to have potential to occur within the Specific Plan Area, with its last known occurrence in the Plan Area being located nesting in weep holes under Highway 50 from 34th Street to Stockton Boulevard overpasses in 2003. The Specific Plan Area may contain substrates suitable for purple martin to nest, including the bridge over Morrison Creek and other human-made structures. Colonies of nesting purple martin are known to occupy hollow-box bridges in freeway overpasses in the City of Sacramento. Therefore, this species could nest in the urbanized setting of the Specific Plan Area. If purple martins are nesting in the Specific Plan Area, future development activities could directly destroy active nests, killing chicks or eggs. Additionally project related noise and visual disturbance could cause adults to abandon active nests, also resulting in loss of chicks or eggs. Loss of chicks or eggs of purple martin would be a potentially significant impact.

Mitigation Measures
Mitigation Measure 3.2-1a: Avoid Direct Loss and Disturbance of Nesting Purple Martin The City shall incorporate the following policy into the Specific Plan:
• Policy X: Purple Martin Avoidance
If vegetation removal, structure demolition, or ground disturbance is proposed between April and August, a qualified biologist shall conduct preconstruction surveys for nesting purple martin within 500 feet of the activities no more than 30 days before construction commences. A qualified biologist shall establish a non-disturbance buffer at a distance sufficient to minimize nest disturbance based on the nest location, topography, cover, the species’ sensitivity to disturbance, and the intensity/type of potential disturbance. The exclusionary buffer shall Ascent Biological Resources
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remain in place until the chicks have fledged or as otherwise determined appropriate by a qualified biologist. If a purple martin nest tree, or structure, (any tree or structure that has an active nest in the year the impact is to occur) must be removed, the tree/structure shall be removed between September and March, when not occupied.

Mitigation Measure 3.2-1b: Implement 2040 General Plan Policy • Biological Resources. The City shall ensure that adverse impacts on sensitive biological resources, including special-status species, sensitive natural communities, sensitive habitat, and wetlands are avoided, minimized, or mitigated to the greatest extent feasible as development takes place. (2040 General Plan Policy ERC-2.2) Significance after Mitigation
Implementation of Mitigation Measures 3.2-1a and 3.2-1b would reduce the potential for impacts on purple martin. Mitigation Measure 3.2-1a would require that active nests in or near the Specific Plan Area be identified and avoided so that future development construction would not result in nest abandonment and loss of eggs or young, or displacement or loss of reproductive success of local nesting pairs. This impact would be less than significant with mitigation.

Impact 3.2-2: Conflict with Any Local Policies or Ordinances Protecting Biological Resources, Such as a Tree Preservation Policy or Ordinance
Implementation of the Specific Plan could result in adverse effects to “city” or “private protected” trees as defined in the City of Sacramento Tree Preservation ordinance. Through standard discretionary review practices, the City would ensure that future projects would not conflict with any local policies or ordinances protecting biological resources, including the Tree Ordinance. This impact would be less than significant.

Implementation of the Specific Plan could result in removal or damage to “city” or “private protected” trees as defined by the City of Sacramento Tree Preservation Ordinance through future development (City of Sacramento 2023). A city tree is defined as any tree the trunk of which is partially or completely located in a city park, on real property the city owns in fee, or on a public right-of-way, including any street, road, sidewalk, park strip, mow strip, or alley. A private protected tree is defined as a tree that is designated by city council resolution to have special historical value, special environmental value, or significant community benefit, and is located on private property; any native valley oak, blue oak, interior live oak, coast live oak, California buckeye, or California sycamore, that has a DSH of 12 inches or more, and is located on private property; a tree that has a DSH of 24 inches or more located on private property that is an undeveloped lot or does not include any single or duplex dwellings; or a tree that has a DSH of 32 inches or more located on private property that includes any single unit or duplex dwellings.

As stated above in “Environmental Setting,” the Specific Plan Area consists of urban habitat due to the Plan Area being previously disturbed and developed. However, construction activities associated with future development could result in regulated work on parcels containing protected trees. Regulated work is defined as planting a city tree, or any act that could adversely impact the health of a city tree or private protected tree. While the proposed Specific Plan itself does not propose new development, new development would occur as a result of plan implementation. Additionally, implementation of the Specific Plan would result in transportation network improvements for public transit, bicycling, and walking along the Stockton Boulevard corridor to make the corridor more pedestrian-friendly. Improvements to the transportation network may result in the removal of or regulated work on protected trees.

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As described above, a tree replacement plan would be required for removal or regulated work on any tree subject to the City of Sacramento Tree Ordinance. Project applicants would be required to provide for the replacement of trees at a 1:1 ratio. Tree replacement options include on-site and off-site replacement; payment of an in-lieu fee; and credit for preservation of existing trees on the same property that are smaller than a private protected tree removed. Through standard discretionary review practices, the City would ensure that future projects would not conflict with any local policies or ordinances protecting biological resources, including the Tree Ordinance. This impact would be less than significant.

Mitigation Measures
No mitigation measures are required.

CUMULATIVE IMPACTS
Impact 3.2-3: Potential for the Implementation of the Specific Plan, in Combination with other Development, to Contribute to a Significant Cumulative Impact to Biological Resources Implementation of the Stockton Boulevard Specific Plan, in combination with other cumulative developments in the area, could result in cumulative impacts to sensitive biological resources. However, through the implementation of plan-specific mitigation measures, the contribution of the Stockton Boulevard would be less than cumulatively considerable. Impacts would be less than significant with mitigation.

The geographic scope considered for the purposes of assessing cumulative impacts of direct and indirect effects on biological resources is the Sacramento metropolitan area and the larger Sacramento Valley to include consideration of certain species life history and extent of current habitat. Biological resources in the Sacramento region have been subject to extensive modification and loss of habitat because of urban and flood control development in the city and surrounding areas. An overall trend of urban and suburban development is planned throughout the region within the vicinity of the Specific Plan Area. The immediate vicinity of the Specific Plan Area is urbanized and developed, providing limited habitat and biological resources functions. Due to the developed nature of the area, most future projects would be redevelopment or infill. The incremental effects of these types of developments on biological resources would be limited due to the lack of resource values in the area and the limited size of these types of projects.

All potential cumulative projects must comply with federal, state, and local regulations, including ESA, CESA, CWA, and CEQA regarding listed or other protected species and habitats. However, development in the Specific Plan Area would result in a potentially significant impact to purple martin. Therefore, the project would have the potential to result in a cumulatively considerable incremental contribution to a cumulatively significant biological resource impact; the cumulative impact would be potentially significant.

Mitigation Measures
No additional mitigation is required to reduce the Plan’s contribution to cumulative impacts beyond implementation of Mitigation Measures 3.2-1a and 3.2-1b.

Significance after Mitigation
As discussed above under Impact 3.2-1, implementation of the project-specific mitigation (Mitigation Measures 3.2-1a and 3.2-1b) would ensure that the Specific Plan’s contribution to cumulative impacts to a less-than-significant level. Therefore, implementation of the Specific Plan would not result in considerable contribution to cumulative impacts associated with biological resources and the cumulative impacts would be less than significant with mitigation.

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3.3 CULTURAL RESOURCES
This section evaluates the potential impacts associated with implementation of the Specific Plan on known and unknown cultural resources. Cultural resources include districts, sites, buildings, structures, or objects generally older than 50 years and considered to be important to a culture, subculture, or community for scientific, traditional, religious, or other reasons. They include prehistoric resources and historic-period resources. Archaeological resources are locations where human activity has measurably altered the earth or left deposits of prehistoric or historic-period physical remains (e.g., stone tools, bottles, former roads, house foundations). Historical (or built-environment) resources include standing buildings (e.g., houses, barns, outbuildings, cabins) and intact structures (e.g., dams, bridges, roads, districts), or landscapes. A cultural landscape is defined as a geographic area (including both cultural and natural resources and the wildlife therein), associated with a historic event, activity, or person or exhibiting other cultural or aesthetic values.

One comment letter regarding cultural resources was received in response to the Notice of Preparation (see Appendix A). The Native American Heritage Commission (NAHC) requested Assembly Bill (AB) 52 and Senate Bill (SB) 18 compliance information. SB 18 does not apply to the Specific Plan because there is not a General Plan amendment associated with the proposed Specific Plan. AB 52 compliance is required and is discussed in Section 3.10, “Tribal Cultural Resources.”

3.3.1 Regulatory Setting

FEDERAL
National Register of Historic Places
The National Register of Historic Places (NRHP) is the nation’s master inventory of known historic properties. It is administered by the National Park Service and includes listings of buildings, structures, sites, objects, and districts that possess historic, architectural, engineering, archaeological, or cultural significance at the national, state, or local level.

The formal criteria (36 CFR 60.4) for determining NRHP eligibility are as follows:

1. The property is at least 50 years old (however, properties under 50 years of age that are of exceptional importance or are contributors to a district can also be included in the NRHP);

2. It retains integrity of location, design, setting, materials, workmanship, feeling, and associations; and

3. It possesses at least one of the following characteristics:

Criterion A Is associated with events that have made a significant contribution to the broad patterns of history (events).

Criterion B Is associated with the lives of persons significant in the past (persons).

Criterion CEmbodies the distinctive characteristics of a type, period, or method of construction, or represents the work of a master, or possesses high artistic values, or represents a significant, distinguishable entity whose components may lack individual distinction (architecture).

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Criterion DHas yielded, or may be likely to yield, information important in prehistory or history (information potential).

For a property to retain and convey historic integrity it must possess most of the seven aspects of integrity: location, design, setting, materials, workmanship, feeling, and association. Location is the place where the historic property was constructed or the place where a historic event occurred. Integrity of location refers to whether the property has been moved since its construction. Design is the combination of elements that create the form, plan, space, structure, and style of a property. Setting is the physical environment of a historic property that illustrates the character of the place. Materials are the physical elements that were combined or deposited during a particular period of time and in a particular pattern or configuration to form a historic property. Workmanship is the physical evidence of the crafts of a particular culture or people during any given period in history or prehistory. Feeling is a property’s expression of the aesthetic or historic sense of a particular period of time. This is an intangible quality evoked by physical features that reflect a sense of a past time and place. Association is the direct link between an important historic event or person and a historic property. Continuation of historic use and occupation help maintain integrity of association.

Listing in the NRHP does not entail specific protection or assistance for a property but it does guarantee consideration in planning for federal or federally assisted projects, eligibility for federal tax benefits, and qualification for federal historic preservation assistance. Additionally, project effects on properties listed in the NRHP must be evaluated under CEQA.

The National Register Bulletin series was developed to assist evaluators in the application of NRHP criteria. For example, National Register Bulletin #36 provides guidance in the evaluation of archaeological site significance. If a property cannot be placed within a particular theme or time period, and thereby lacks “focus,” it will be unlikely to possess characteristics which would make it eligible for listing in the NRHP.

Evaluation standards for linear features (such as roads, trails, fence lines, railroads, ditches, and flumes) are considered in terms of four related criteria that account for specific elements that define engineering and construction methods of linear features: (1) size and length, (2) presence of distinctive engineering features and associated properties, (3) structural integrity, and (4) setting. The highest probability for NRHP eligibility exists in the intact, longer segments, where multiple criteria coincide.

STATE
California Register of Historical Resources
All properties in California that are listed in or formally determined eligible for listing in the NRHP are also listed in the California Register of Historical Resources (CRHR). The CRHR is a listing of State of California resources that are significant in the context of California’s history. It is a Statewide program with a scope and with criteria for inclusion similar to those used for the NRHP. In addition, properties designated under municipal or county ordinances are also eligible for listing in the CRHR.

A historical resource must be significant at the local, state, or national level under one or more of the criteria defined in the California Code of Regulations Title 15, Chapter 11.5, Section 4850 to be included in the CRHR. The CRHR criteria are tied to CEQA because any resource that meets the criteria below is considered a significant historical resource under CEQA. As noted above, all resources listed in or formally determined eligible for listing in the NRHP are automatically listed in the CRHR.

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The CRHR uses four evaluation criteria:

Criterion 1.Is associated with events that have made a significant contribution to the broad patterns of local or regional history, or the cultural heritage of California or the United States.

Criterion 2.Is associated with the lives of persons important to local, California, or national history.

Criterion 3.Embodies the distinctive characteristics of a type, period, region, or method of construction; represents the work of a master; or possesses high artistic values.

Criterion 4.Has yielded, or has the potential to yield, information important to the prehistory or history of the local area, California or the nation.

Similar to the NRHP, a historical resource must meet one of the above criteria and retain integrity to be listed in the CRHR. The CRHR uses the same seven aspects of integrity used by the NRHP.

California Environmental Quality Act
CEQA requires public agencies to consider the effects of their actions on “historical resources,” and “unique archaeological resources.” Pursuant to Public Resources Code (PRC) Section 21084.1, a “project that may cause a substantial adverse change in the significance of an historical resource is a project that may have a significant effect on the environment.” Section 21083.2 requires agencies to determine whether projects would have effects on unique archaeological resources.

Historical Resources
“Historical resource” is a term with a defined statutory meaning (PRC Section 21084.1; State CEQA Guidelines Sections 15064.5[a] and [b]). Under State CEQA Guidelines Section 15064.5(a), historical resources include the following:
1) A resource listed in or determined to be eligible by the State Historical Resources Commission for listing in, the CRHR (PRC Section 5024.1).
2) A resource included in a local register of historical resources, as defined in PRC Section 5020.1(k) or identified as significant in a historical resource survey meeting the requirements of PRC Section 5024.1(g), will be presumed to be historically or culturally significant. Public agencies must treat any such resource as significant unless the preponderance of evidence demonstrates that it is not historically or culturally significant.
3) Any object, building, structure, site, area, place, record, or manuscript that a lead agency determines to be historically significant or significant in the architectural, engineering, scientific, economic, agricultural, educational, social, political, military, or cultural annals of California may be considered to be a historical resource, provided the lead agency’s determination is supported by substantial evidence in light of the whole record. Generally, a resource will be considered by the lead agency to be historically significant if the resource meets the criteria for listing in the CRHR (PRC Section 5024.1).
4) The fact that a resource is not listed in or determined to be eligible for listing in the CRHR, not included in a local register of historical resources (pursuant to PRC Section 5020.1[k]), or identified in a historical resources survey (meeting the criteria in PRC Section 5024.1[g]) does not preclude a lead agency from determining that the resource may be a historical resource as defined in PRC Sections 5020.1(j) or 5024.1.

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Unique Archaeological Resources
CEQA also requires lead agencies to consider whether projects will affect unique archaeological resources. PRC Section 21083.2(g) states that “unique archaeological resource” means 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 one or more 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.

3. Is directly associated with a scientifically recognized important prehistoric or historic event or person.

Public Resources Code Section 21083.2
Treatment options under PRC Section 21083.2(b) to mitigate impacts to archaeological resources include activities that preserve such resources in place in an undisturbed state. PRC Section 21083.2 states:
(a) As part of the determination made pursuant to Section 21080.1, the lead agency shall determine whether the project may have a significant effect on archaeological resources. If the lead agency determines that the project may have a significant effect on unique archaeological resources, the environmental impact report shall address the issue of those resources. An environmental impact report, if otherwise necessary, shall not address the issue of nonunique archaeological resources. A negative declaration shall be issued with respect to a project if, but for the issue of nonunique archaeological resources, the negative declaration would be otherwise issued. (b) If it can be demonstrated that a project will cause damage to a unique archaeological resource, the lead agency may require reasonable efforts to be made to permit any or all of these resources to be preserved in place or left in an undisturbed state. Examples of that treatment, in no order of preference, may include, but are not limited to, any of the following:
(1) Planning construction to avoid archaeological sites. (2) Deeding archaeological sites into permanent conservation easements. (3) Capping or covering archaeological sites with a layer of soil before building on the sites. (4) Planning parks, greenspace, or other open space to incorporate archaeological sites. (c) To the extent that unique archaeological resources are not preserved in place or not left in an undisturbed state, mitigation measures shall be required as provided in this subdivision. (d) Excavation as mitigation shall be restricted to those parts of the unique archaeological resource that would be damaged or destroyed by the project.
(e) In no event shall the amount paid by a project applicant for mitigation measures required pursuant to subdivision (c) exceed the following amounts:

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(1) An amount equal to one-half of 1 percent of the projected cost of the project for mitigation measures undertaken within the site boundaries of a commercial or industrial project. (2) An amount equal to three-fourths of 1 percent of the projected cost of the project for mitigation measures undertaken within the site boundaries of a housing project consisting of a single unit. (3) If a housing project consists of more than a single unit, an amount equal to three-fourths of 1 percent of the projected cost of the project for mitigation measures undertaken within the site boundaries of the project for the first unit plus the sum of the following:
(A) Two hundred dollars ($200) per unit for any of the next 99 units. (B) One hundred fifty dollars ($150) per unit for any of the next 400 units. (C) One hundred dollars ($100) per unit in excess of 500 units. (f) Unless special or unusual circumstances warrant an exception, the field excavation phase of an approved mitigation plan shall be completed within 90 days after final approval necessary to implement the physical development of the project or, if a phased project, in connection with the phased portion to which the specific mitigation measures are applicable. However, the project applicant may extend that period if he or she so elects. Nothing in this section shall nullify protections for Indian cemeteries under any other provision of law.

California Native American Historical, Cultural, and Sacred Sites Act The California Native American Historical, Cultural, and Sacred Sites Act (PRC Section 5097.9) applies to both State and private lands. The act requires, upon discovery of human remains, that construction or excavation activity cease and that the county coroner be notified. If the remains are those of a Native American, the coroner must notify the Native American Heritage Commission (NAHC), which notifies and has the authority to designate the most likely descendant (MLD) of the deceased. The act stipulates the procedures the descendants may follow for treating or disposing of the remains and associated grave goods.

Health and Safety Code, Sections 7050.5
Section 7050.5 of the Health and Safety Code requires that construction or excavation be stopped in the vicinity of discovered human remains until the coroner can determine whether the remains are those of a Native American. If they are determined to be those of a Native American, the coroner must contact NAHC.

Public Resources Code, Section 5097
PRC Section 5097 specifies the procedures to be followed if human remains are unexpectedly discovered on nonfederal land. The disposition of Native American burials falls within the jurisdiction of NAHC. Section 5097.5 of the code states:

No person shall knowingly and willfully excavate upon, or remove, destroy, injure, or deface any historic or prehistoric ruins, burial grounds, archaeological or vertebrate paleontological site, including fossilized footprints, inscriptions made by human agency, or any other archaeological, paleontological or historical feature, situated on public lands, except with the express permission of the public agency having jurisdiction over such lands. Violation of this section is a misdemeanor.

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LOCAL
City of Sacramento General Plan
The City of 2040 Sacramento General Plan is the City’s policy guide for future development.

3.3.2 Environmental Setting
REGIONAL PREHISTORY (DYETT & BHATIA 2020)
The first settlements in the Sacramento Valley likely occurred during the late Pleistocene and early Holocene (14,000 to 8,000 B.P.) period. Sacramento’s location within a great valley and at the confluence of two rivers, the Sacramento River and the American River, shaped its early and modern settlements. However, the archaeological record of such use is sparse. It is likely that Paleo- Indian populations occupied the area with villages located near watercourses. The Sacramento Delta was one of the first regions in California to attract intensive archeological fieldwork. Between 1893 and 1901, a vocational archeologist, J.A. Barr, excavated many prehistoric mounds in the Stockton area. He collected nearly 2,000 artifacts during the course of his investigations. H.C. Meredith was another vocational archeologist of the period who pursued collecting in the same Stockton locality. Meredith (1899, 1900) published a compilation of his own and Barr's findings, and these appear to constitute the earliest accounts of archeology within the Delta. Holmes (1902), from the Smithsonian Institution, further elaborated on the delta or "Stockton District" archeology, presenting illustrations of artifacts collected by Meredith and Barr.

HISTORIC SETTING
Regional History
The traditional ways of life of the Nisenan were disrupted by the arrival of Euro-American explorers. In 1808, Spanish explorer Gabriel Moraga became the first European to see Sacramento. Moraga named the area Sacramento after the Spanish word for sacrament but deemed the area uninhabitable for a mission despite the existence of two major rivers. Spanish missionaries and early American explorers further investigated the area, but it remained unsettled for thirty more years. Diseases introduced by the newcomers in the 1830s decimated the native populations, wiping out entire villages.

In 1839, Swiss immigrant John Sutter established a settlement called New Helvetia (Helvetia being the Latin word for Switzerland) near the convergence of the Sacramento and American Rivers. Mexican governor Juan Bautista Alvarado had given Sutter seventy-six square miles of land to establish a foothold on the frontier and discourage American encroachment. In order to be eligible for the land grant, Sutter became a citizen of Mexico in 1840 and was appointed as judge and representative of “Government at the Frontiers of the Rio Sacramento.” The remote location led Sutter to build a fort at New Helvetia for protection.

In an attempt to expand his valley empire, Sutter erected a sawmill at Coloma, which led to the accidental discovery of gold in the area in 1848. The subsequent Gold Rush brought a massive influx of miners and other immigrants to California. This event quickly overturned Sacramento’s ranch economy and contributed to the settlement’s rapid growth into a city.

On February 27, 1850, the California Legislature offered a charter to Sacramento City, officially establishing the new municipality.

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Project Site History
Stockton Boulevard traces its roots back to the California Gold Rush. In addition to spurring the development of Sacramento, the discovery of gold at Sutter’s Mill in Coloma in 1848 spurred the development of numerous cities, towns, and smaller communities across the state, including Stockton, roughly 50 miles to the south. Stockton Boulevard, or the Upper Stockton Road as it was called in the 19th and early 20th centuries, served as one of two primary roads that connected Sacramento and Stockton. The Lower Stockton Road (now Franklin Boulevard) connected the two cities along a second route to the west.

Sacramento’s population expanded rapidly following the onset of the Gold Rush, first with the initial influx of prospective miners hoping to strike it rich in the nearby goldfields, and later as many of these individuals chose to permanently settle in the area.

Taking advantage of the Sacramento region’s fertile soil, much of the area immediately to the southeast of Sacramento’s original city boundaries was developed into farmland during the latter half of the 19th century. Orchards full of fruit trees and alfalfa farms dominated the landscape surrounding the Upper Stockton Road by the 1890s.

Development along the Upper Stockton Road corridor continued to be dominated by agricultural uses through the early 20th century. The area’s transformation into a patchwork of built-up residential subdivisions began with the introduction of the first streetcar lines into the area at the end of the 19th century.

Developers continued to use the agricultural potential of the area south of Sacramento’s city limits to advertise new subdivisions, particularly in the area south of Fruitridge Boulevard, into the 1920s.

The extension of streetcars and rail lines to the southeast of the City of Sacramento as well as the annexation spurred further residential development as well as the commercial and industrial development and diversification along Stockton Boulevard. However, train services ceased operations in the 1930s and streetcar services were stopped in the 1940s, likely based on declines in ridership. By the early 1960s, the construction of State Route 99 replaced Stockton Boulevard’s function as the primary regional transportation artery. Today, Stockton Boulevard continues to serve as an important five-lane corridor, connecting downtown to south Sacramento and multiple diverse neighborhoods to the east and west of the corridor and accommodating one of Sacramento Regional Transit’s busiest bus routes.

The Page & Turnbull report provides a much more detailed context for the Specific Plan Area (See Appendix G of the Stockton Boulevard Plan).

RECORDS SEARCHES, AND SURVEYS
On September 7, 2023, a records search of the Specific Plan Area and a 0.25-mile buffer was conducted at the North Central Information Center, at California State University, Sacramento. The following information was reviewed as part of the records search:
• NRHP and CRHR,
• California Office of Historic Preservation Historic Property Directory, • California Inventory of Historic Resources,
• California State Historic Landmarks,
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• California Points of Historical Interest, and
• Historic properties reference map.

There are 24 previously recorded cultural resources identified within the Specific Plan Area; this includes one site, 22 buildings/structures, and one structure/object/site. Both archaeological sites, which are described in detail below, are historic-period and are related to transportation.

A reconnaissance-level survey of the Specific Plan Area was conducted by Page & Turnbull in January 2022 to photograph and note the ages and general characteristics of buildings in the Specific Plan Area. While no resources were evaluated as part of Page & Turnbull’s effort, they identified eight individual historic resources that are listed on local, state, and or national registers and an additional four properties that have been determined eligible within the Specific Plan Area.

NRHP and CRHR criteria were used to evaluate the significance of the historic features and archaeological sites. The NRHP criteria for eligibility are codified in 36 CFR Part 60 and explained in guidelines published by the Keeper of the NRHP. The NRHP and CRHR are discussed in more detail above in Section 3.3.1, “Regulatory Setting.” Eligibility for listing on the NRHP and the CRHR rests on twin factors of significance and integrity. A resource must have both significance and integrity to be considered eligible. Loss of integrity, if sufficiently great, will become more important than the historical significance a resource may possess and render it ineligible. Likewise, a resource can have complete integrity, but if it lacks significance, it must also be considered ineligible.

In 2023, Page & Turnbull also analyzed the Specific Plan Area for potential historic resources based on data from the City of Sacramento as well as a reconnaissance survey; no formal evaluations were completed at that time. City data consisted of the Built Environment Resource Directory for Sacramento County and dates of construction for properties within the Specific Plan Area. While no evaluations were completed, the Page & Turnbull report confirms the existence of historic age buildings and structures in the Specific Plan Area. As such, additional work would need to be conducted to determine the eligibility of any historic age building or structure in the Specific Plan Area that had not been previously evaluated.

Archaeological Sites
P-34-000455 / CA-SAC-000428H
P-34-000455 is the remains of the Southern Pacific Railroad (a.k.a. Sacramento Valley Railroad) route, a segment crosses through the Specific Plan Area. It consists of tracks, sidings, and granite cobbles.

This resource record includes multiple California Department of Parks and Recreation (DPR) forms that document different segments of the railroad. P-34-000455 has been recommended eligible for the National Register under Criteria A and B.

P-34-005346
P-34-005346 is a track segment of the PG&E Streetcar Line. Originally a horse-drawn carriage system that ran throughout Sacramento, it was electrified in 1890. It was recommended eligible for the California Register under Criterion 1 for its important role in the expansion of the city in the early 20th century.

Historic Resources
The following resources have been identified as listed and/or eligible resources.

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Table 3.3-1 Resources Identified as Listed and/or Eligible Resources Resource Location Designation
Libby, McNeil, and Libby Fruit and Vegetable
Cannery 1724 Stockton Boulevard Listed - NRHP, CRHR, and Sacramento Register of Historic and Cultural Resources Colonial Theatre 3522 Stockton Boulevard Listed - CRHR
Eligible – NRHP
CalTrans Equipment Headquarters Auto Repair
Shop 3400 R Street Listed – State Master List
CalTrans Equipment Headquarters Paint Shop 3400 R Street Listed – State Master List CalTrans Equipment Headquarters Yard 3400 R Street Listed – State Master List CalTrans Equipment Headquarters
Administrative Building 3400 R Street Listed – State Master List CalTrans Equipment Headquarters Shop A 3400 R Street Listed – State Master List CalTrans Equipment Headquarters Truck
Repair Shop 3400 R Street Listed – State Master List
Coca Cola Bottling Plant 2200 Stockton Boulevard Eligible - NRHP Rotas Grocery/Cake Art Bakery (does not
appear to be extant) 2330 Stockton Boulevard Eligible - Sacramento Register of Historic and Cultural Resources Sacramento Fire Department Engine Company
#9 3101 Stockton Boulevard Eligible - Sacramento Register of Historic and Cultural Resources Loddick Castle 4311 Stockton Boulevard Eligible - Sacramento Register of Historic and Cultural Resources
Source: Page & Turnbull 2023.

3.3.3 Impacts and Mitigation Measures

METHODOLOGY
The impact analysis for archaeological and historical resources is based on the findings and recommendations of the Historic Resources Analysis Report – Final: Stockton Boulevard Strategic Neighborhood Action Plan (SNAP) and Specific Plan (Page & Turnbull 2023). The analysis is also informed by the provisions and requirements of federal, state, and local laws and regulations that apply to cultural resources.

PRC Section 21083.2(g) defines a “unique archaeological resource” as 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 one or more of the following CRHR-related criteria:
(1) that it contains information needed to answer important scientific research questions and that there is a demonstrable public interest in that information; (2) that it as a special and particular quality, such as being the oldest of its type or the best available example of its type; or (3) that it is directly associated with a scientifically recognized important prehistoric or historic event or person. An impact on a resource that is not unique is not a significant environmental impact under CEQA (State CEQA Guidelines Section 15064.5[c][4]). If an archaeological resource qualifies as a resource under CRHR criteria, then the resource is treated as a unique archaeological resource for the purposes of CEQA.

For the purposes of the impact discussion, “historical resource” is used to describe built-environment historic-period resources. Archaeological resources (both prehistoric and historic-period), which may Cultural Resources Ascent
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qualify as “historical resources” pursuant to CEQA, are analyzed separately from built-environment historical resources.

THRESHOLDS OF SIGNIFICANCE
Based on Appendix G of the State CEQA Guidelines, implementation of the Specific Plan would result in a significant impact on cultural resources if it would:
• cause a substantial adverse change in the significance of a historical resource pursuant to Section 15064.5 of the State CEQA Guidelines;
• cause a substantial adverse change in the significance of an archaeological resource pursuant to Section 15064.5 of the State CEQA Guidelines; or
• disturb any human remains, including those interred outside of formal cemeteries.

ISSUES NOT DISCUSSED FURTHER
All potential cultural resources issues identified in the significance criteria are evaluated below.

ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
Impact 3.3-1: Cause a Substantial Adverse Change in the Significance of a Historical Resource Implementation of the Stockton Boulevard Specific Plan could lead to the alteration of known or previously unknown historic buildings and structures that could result in a substantial adverse change in the significance of one or more historical resources. Mitigation is recommended that would ensure the survey and evaluation of any historic-age building or structure prior to any physical alterations.

However, there is no feasible mitigation available to ensure demolition, damage or destruction of historically significant resources would not occur. This impact is significant and unavoidable.

As described above, both listed and eligible historic resources for the NRHP, CRHR, and/or the Sacramento Register were identified in the Specific Plan Area. These 12 buildings and structures consist of six Caltrans buildings, two industrial buildings, one residential, two commercial, and one fire house. Additionally, there are historic age buildings and structures in the Specific Plan Area that have not been evaluated as potential historic resources. The alteration or demolition of these historic age buildings and structures that have not been surveyed and evaluated is potentially significant.

The Specific Plan includes the following Implementing Actions that are intended to support the historic preservation related policies of the Specific Plan:

Implementing Action CACC-1: Historic Landmark and District Nomination. Pursue the designation of eligible historic landmarks and districts for listing on the Sacramento Register to encourage their preservation and adaptive reuse in a manner consistent with the U.S. Secretary of the Interior Standards. Potentially eligible resources include but are not limited to the Colonial Theater, the Coca Cola Bottling Plant, San Francisco Boulevard, and the Sacramento Fire Department Engine Company #9. (Specific Plan CACC-3)
Implementing Action CACC-2: Unique Community Assets. Maintain and enhance unique and historic buildings and spaces that make Stockton Boulevard memorable, such as San Francisco Boulevard (east of Stockton Boulevard), Colonial Theater, Old Water Tower in Ascent Cultural Resources
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Elmhurst, and Little Saigon. Conduct historical evaluations of identified buildings and spaces to uncover the social and development history of the Specific Plan Area and explore placemaking opportunities rooted in that history. In addition, conduct an historic resource survey of the corridor to identify those elements that reflect Stockton Boulevard’s former status as a part of the region’s vintage highway system. For example, highway-oriented commercial development such as old tourist motor courts/motels, auto service facilities, highway-oriented signage, early 20th-century fast food-diner style restaurants, and road design features that survive from that era. A model for such studies and preservation efforts might be the National Park Service’s (NPS) Route 66 Corridor Preservation Program. To the extent possible, pursue listings on the Sacramento Register of Historic & Cultural Resources. (Specific Plan CACC-3) Implementing Action CACC-1 would encourage the designation of eligible historic resources and their preservation. Implementing Action CACC-2 would encourage the maintenance of historic buildings including a historic resource survey of the corridor. While the Specific Plan does not include specific physical projects, the policies that support and encourage projects in the Specific Plan Area could lead to the alteration of known or previously unknown historic buildings and structures. The impact would be potentially significant. Mitigation is recommended below to ensure that surveys and evaluations are completed for the historic-age buildings and structures present in the Specific Plan Area prior to any physical alterations.

Mitigation Measures
Mitigation Measure 3.3-1a: Code Enforcement
The City shall implement 2040 General Plan Policy HCR-2.5:
• Code Compliance. The City’s Code Enforcement, Building, and Preservation Planning Division staff shall work collaboratively to identify historic properties under code enforcement actions and facilitate repair work that brings historic properties into compliance, consistent with preservation best practices, including utilizing the State Historical Building Code to support preservation goals. (2040 General Plan Policy HCR-2.5)
Mitigation Measure 3.3-1b: Early Consultation
The City shall implement 2040 General Plan Policy HCR-1.6:
• Early Project Consultation. The City will continue to strive to minimize impacts to historic and cultural resources by consulting with property owners, land developers, tribal representatives, and the building industry early in the development review process as needed. (2040 General Plan Policy HCR-1.6)
Mitigation Measure 3.3-1c: Context Compatibility
The City shall implement 2040 General Plan Policies LUP-8.10 and LUP-8.11:
• Responsiveness to Context. The City shall require building and site design that respects and responds to the local context, including use of local materials and plant species where feasible, responsiveness to Sacramento’s climate, and consideration of cultural and historic context of Sacramento’s neighborhoods, corridors, and centers. (2040 General Plan Policy LUP-8.10) • Neighborhood and Transitions. The City shall ensure that development standards facilitate transitions between areas that border one another so that neighborhoods and districts maintain their own unique qualities. (2040 General Plan Policy LUP-8.11) The City shall include the following implementing action in the Specific Plan:

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• Action X: Avoidance or Minimization of Effects on Identified Historic Resources. If assessment of project impacts finds that a proposed project would have a significant impact on historic resources, the project applicant shall, in consultation with City of Sacramento Planning Division staff, determine whether the project can be feasibly redesigned or revised to avoid such impacts. If avoidance of historic resource(s) is not feasible, the project applicant shall seek to reduce the effect on historic resource(s) as much as possible through project design.

Mitigation Measure 3.3-1d: Identification of Historic Resources The City shall implement 2040 General Plan Policy HCR-1.18:
• Evaluation of Potentially Eligible Built Environment Resources. The City shall continue to evaluate all buildings and structures 50 years old and older for potential historic significance prior to approving a project that would demolish or significantly alter the resource. (2040 General Plan Policy HCR-1.18)
The City shall incorporate the following implementing action into the Specific Plan:
• Action X: Evaluate the Historic Significance of Age-Eligible Properties. If alteration or new construction is proposed on a parcel within the Plan Area which includes a building, structure, or landscape more than 45 years old (the typical age threshold applied by the California Office of Historic Preservation), the project applicant, at the request of the City’s Preservation Director, shall retain a professional who meets the Secretary of the Interior’s Professional Qualifications Standards for architectural history or history (as appropriate) to conduct an evaluation of the historic significance and eligibility of buildings, structures, and landscape features on the parcel for listing on the Sacramento Register of Historic and Cultural Resources (Sacramento Register) and California Register of Historical Resources (California Register).

Mitigation Measure 3.3-1e: Assessing Impacts
The City shall include the following implementing action in the Specific Plan:
• Action X: Assess Project Impacts on Eligible Properties. Projects proposing to alter buildings, structures, or landscape features found through evaluation to be eligible for listing on the California Register or National Register of Historic Places shall, at the direction of the City’s Preservation Director, be evaluated for adherence to the Secretary of the Interior’s Standards for the Treatment of Historic Properties. Potential direct and/or indirect effects on the identified historic resources shall be assessed according to CEQA Guidelines Section 15064.5(b).

Mitigation Measure 3.3-1f: Design Consistency
The City shall implement 2040 General Plan Policy HCR-1.3:
• Compatibility with Historic Context. The City will continue to review new development, alterations, and rehabilitation/remodels for compatibility with the surrounding historic context and consistency with design guidelines/standards, including the Historic District Plans. The City shall pay special attention to the scale, massing, and relationship of proposed new development to complement surrounding historic environments. (2040 General Plan Policy HCR-1.3) Mitigation Measure 3.3-1f: Demolition Mitigation
The City shall implement 2040 General Plan Policy HCR-1.10:
• Demolition. Consistent with Secretary of the Interior Standards, the City shall consider demolition of historic resources as a last resort, to be permitted only if rehabilitation or adaptive reuse of the resource is not feasible; demolition is necessary to protect the health, safety, and welfare of its residents; or the public benefits outweigh the loss of the historic resource. (2040 General Plan Policy HCR-1.10)
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The City shall include the following implementing actions in the Specific Plan:
• Action X: Documentation of Identified Historic Resources. In cases where impacts to historic resources cannot be reduced through avoidance or project redesign to a lessthan-significant level, the project applicant shall undertake historic documentation prior to issuance of building permits. Documentation may include completion of a Historic American Buildings Survey (HABS) Historical Report and accompanying HABS-style photographs. The appropriate level of photographic and narrative HABS documentation shall be determined by City Preservation Director based on the significance and associations of the resource.
• Action XX: Interpretive Program. If a proposed project within the Plan Area would cause a significant impact to a historic resource, and the City Preservation Director deems that an interpretive program would be effective and feasible, the project applicant shall hire a qualified professional to develop an on-site interpretive program. An interpretive program would likely be deemed effective in cases where the resource(s) planned for alteration or demolition has particular significance to the history of Sacramento or within the community. The development of interpretive program content shall be conducted or overseen by a qualified professional who meets Secretary of the Interior’s Professional Qualification Standards for history, architectural history, or architecture (as appropriate), and approved by the City of Sacramento Planning Division staff. The interpretive program shall include, at a minimum, an on-site, publicly accessible exhibit with information about the property’s history, contribution to the history of the neighborhood and/or city, and relevant historic photographs or drawings.

Mitigation Measure 3.3-1g: Protection during Construction The City shall include the following implementing actions in the Specific Plan:
• Action X: Protection of Historic Resources During Construction. If a project within the Plan Area proposes demolition, alteration, or new construction within 25 feet of a building, structure, or feature which has been listed on the Sacramento Register, California Register, or National Register, or found eligible through evaluation for listing on the California Register or National Register, the project applicant shall incorporate into construction specifications for the proposed project a requirement that construction contractors use all feasible means to avoid damage to adjacent and nearby historic resources. Such methods may include maintaining a safe distance between the construction site and the historic resource, using construction techniques that reduce vibration (including alternatives to jackhammers and hoe-rams where possible), appropriate excavation shoring methods to prevent movement of adjacent structures, and adequate site security to minimize risks of vandalism and fire. This measure shall apply to historic buildings, structures, and site or landscape features both within and outside of the proposed project parcel.
• Action XX: Construction Monitoring Program for Historical Resources. If a project within the Plan Area proposes demolition, alteration, or new construction within 25 feet of a building, structure, or feature which has been listed on the Sacramento Register, California Register, or National Register, or found eligible through evaluation for listing on the California Register or National Register, the project applicant shall undertake a monitoring program to document and minimize damage to adjacent historic resources. Prior to the start of ground-disturbing project activity, the project applicant shall engage a historic architect or qualified historic preservation professional to undertake a pre-construction survey of historic resources within 25 feet of planned project activities to document and photograph existing conditions of the resource(s).

The consultant shall conduct regular periodic inspections of each historic resource during ground-disturbing activity on the project site. Should damage to a historic resource occur, the contractor or consultant, as appropriate, shall immediately notify the project applicant. Any Cultural Resources Ascent
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historic resource(s) damaged as a result of project activities shall be remediated to their preconstruction condition at the conclusion of ground-disturbing activity on the site. The consultant shall submit monthly monitoring reports, which shall include photographs from site inspections and reports of any observed damage, to the project applicant for the duration of monitoring activity. This mitigation measure may be implemented in combination with required mitigation measures for vibration, as appropriate.

Significance after Mitigation
Implementation of Mitigation Measures 3.3-1a through 3.3-1g would reduce the impacts to historic resources. However, because there is no feasible mitigation available to ensure demolition, damage or destruction of historically significant resources would not occur, the impact would be significant and unavoidable.

Impact 3.3-2: Cause a Substantial Adverse Change in the Significance of Unique Archaeological Resources
Ground-disturbing activities associated with future development under the Specific Plan could result in discovery or damage of yet undiscovered archaeological resources as defined in State CEQA Guidelines Section 15064.5. Implementation of Mitigation Measures 3.3-2a through 3.3-2c would reduce the impacts to archaeological resources but not to a less-than-significant level. Therefore, this would be a significant and unavoidable impact.

The record search identified two known archaeological resources within the Specific Plan Area. It should be noted that only portions of the Specific Plan Area have been surveyed and that intensive survey is not possible for the majority of the Specific Plan Area due to the existing development.

Therefore, it is unknown whether or not there are more archaeological resources located within the Specific Plan Area. CEQA requires that lead agencies protect both known and unknown resources.

With implementation of the Specific Plan, there remains a potential to encounter buried or as yet undiscovered archaeological resources during land clearing and construction work associated with future development under the Specific Plan. Buried resources may consist of historic remains such as structural features (foundations, cellars, etc.) or buried trash deposits containing glass, ceramics and metal, or the resources may be of prehistoric origin containing chipped stone, shell, bone and other remains. Environmental impacts to potentially sensitive areas would be potentially significant.

Mitigation Measures
Mitigation Measure 3.3-2a: Regulations and Best Practices The City shall implement 2040 General Plan Policy HCR-1.14:
• Archaeological, Tribal, and Cultural Resources. The City shall continue to comply with federal and State regulations and best practices aimed at protecting and mitigating impacts to archaeological resources and the broader range of cultural resources as well as tribal cultural resources. (2040 General Plan Policy HCR-1.14)
Mitigation Measure 3.3-2b: Conduct Archaeological Survey Prior to Construction The City shall include the following policy in the Specific Plan:
• Policy X: Upon direction of the City Preservation Director, the City shall require archaeological resources surveys for projects that include ground disturbance.

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Mitigation Measure 3.3-2c: Identify Unanticipated Discoveries The City shall include the following implementation action for the above policy in the Specific Plan:
• Action X: In the event that archaeological resources or human remains are encountered during construction, work within 100 feet of the discovery shall cease until a notice to proceed is issued by the City. The applicant shall notify the City of Sacramento Manager of Environmental Planning Services or the City Preservation Director and shall comply with City direction, and federal and State regulations and guidelines regarding the treatment of cultural resources and human remains. The Coroner shall be notified in the event human remains are discovered; the applicant shall be responsible for the employment of a qualified archaeologist to advise regarding treatment of any artifacts.

Significance after Mitigation
Implementation of Mitigation Measures 3.3-2a to 3.3-2c would help reduce the significance of impacts to archeological resources. However, because there is no feasible mitigation available to ensure that the loss, damage or destruction of significant archeological resources would occur, the impact would be significant and unavoidable.

Impact 3.3-3: Disturb Human Remains
There are two cemeteries adjacent to Stockton Boulevard. While the Specific Plan does not propose any projects at these cemeteries, ground-disturbing construction activities associated with future development under the Specific Plan could uncover previously unknown human remains. Compliance with California Health and Safety Code Section 7050.5 and California Public Resources Code Section 5097 would ensure that this impact would be less than significant.

There are two cemeteries adjacent to Stockton Boulevard. While the Specific Plan does not propose any projects at these cemeteries, the location of grave sites and Native American remains can occur outside of identified cemeteries or burial sites. Therefore, there is a possibility that unmarked, previously unknown Native American or other graves could be present within the Specific Plan Area and could be uncovered by potential construction activities associated with the future development under the Specific Plan.

California law 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 Code Section 7050.5 and California Public Resources Code Section 5097.

These statutes require that, if human remains are discovered, potentially damaging ground-disturbing activities in the area of the remains shall be halted immediately, and the appropriate County coroner shall be notified immediately. If the remains are determined by the coroner to be Native American, NAHC shall be notified within 24 hours and the guidelines of the NAHC shall be adhered to in the treatment and disposition of the remains. Following the coroner’s findings, the NAHC-designated MLD, and the landowner shall determine the ultimate treatment and disposition of the remains and take appropriate steps to ensure that additional human interments, if present, are not disturbed. 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 Section 7050.5 and California Public Resources Code Section 5097 would provide an opportunity to avoid or minimize the disturbance of human remains, Cultural Resources Ascent
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and to appropriately treat any remains that are discovered. Therefore, this impact would be less than significant.

Mitigation Measures
No mitigation measures are required.

CUMULATIVE IMPACTS
Impact 3.3-4: Potential for the Implementation of the Specific Plan, in Combination with Other Development, to Contribute to a Significant Cumulative Impacts to Cultural Resources Future development under the Specific Plan would result in significant and unavoidable impacts to historic resources and archaeological resources. Even with implementation of mitigation measures, the impacts would not be reduced to a less-than-significant level. The incremental contribution from future development under the Specific Plan to the cumulative loss of cultural resources is considerable. The cumulative impact is significant and unavoidable.

The cumulative context for cultural resources is Sacramento region. Past, present and future development in the region, including the buildout of the Specific Plan has the potential to impact both known and unknown historic resources, archaeological resources, and human remains. The cumulative effect of future development is the continued loss of cultural resources. Because all significant cultural resources are unique and non-renewable, the cumulative impact from past, present and future development would be potentially significant.

Future development under the Specific Plan would be subject to existing state requirements and regulations and would be required to implement Mitigation Measures 3.3-1a through 3.3-1h and 3.3-2a through 3.3-2c. However, as discussed in Impacts 3.3-1 through 3.3-3 above, impacts to historic resources and archaeological resources would remain significant even with implementation of mitigation measures. Therefore, it is reasonable to assume that the incremental contribution from future development under the Specific Plan to the loss of cultural resources is cumulatively considerable. The cumulative impact would be significant.

Mitigation Measures
No additional mitigation is feasible to reduce the Specific Plan’s contribution to cumulative impacts other than Mitigation Measures 3.3-1a through 3.3-1g and 3.3-2a through 3.3-2c described above.

Significance after Mitigation
Compliance with existing requirements and implementation of mitigation measures would reduce the significance of impacts to historic and archeological resources. However, because there is no feasible mitigation available to ensure the loss, damage or destruction of significant historic and archeological resources would not occur, the Specific Plan’s contribution to this cumulative impact is significant and unavoidable.

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3.4 ENERGY
This section describes the existing conditions for energy in the Specific Plan Area and evaluates the potential effects that implementation of the project may have on energy. Specifically, this section evaluates the potential for the project to result in impacts related to wasteful, inefficient, or unnecessary consumption of energy resources, during project construction and operation, and conflicts with state or local plan for renewable energy or energy efficiency.

One comment related to energy was received in response to the Notice of Preparation. This comment, from the Sacramento Metropolitan Air Quality Management District (SMAQMD), provided recommendations which included utilizing SMAQMD’s Tier 1 and Tier 2 best management practices (BMPs) to incorporate all-electric building design and California Green Building Code (CalGreen) Tier 2 requirements for electric vehicle (EV) charging. A copy of the Notice of Preparation along with comments received are included in Appendix A.

3.4.1 Regulatory Setting

FEDERAL
Energy Policy and Conservation Act, and IE Standards
The Energy Policy and Conservation Act of 1975 established nationwide fuel economy standards to conserve oil. Pursuant to this act, the National Highway Traffic and Safety Administration, part of the U.S. Department of Transportation (DOT), is responsible for revising existing fuel economy standards and establishing new vehicle economy standards.

The Corporate Average Fuel Economy (CAFE) program was established to determine vehicle manufacturers’ compliance with the government’s fuel economy standards. Compliance with the CAFE standards is determined based on each manufacturer’s average fuel economy for the portion of their vehicles produced for sale in the country. The US Environmental Protection Agency calculates a CAFE value for each manufacturer based on the city and highway fuel economy test results and vehicle sales. Based on information generated under the CAFE program, DOT is authorized to assess penalties for noncompliance.

Energy Policy Act of 1992 and 2005
The Energy Policy Act (EPAct) of 1992 was passed to reduce the country’s dependence on foreign petroleum and improve air quality. EPAct includes several parts intended to build an inventory of alternative fuel vehicles (AFVs) in large, centrally fueled fleets in metropolitan areas1. EPAct requires certain federal, state, and local government and private fleets to purchase a percentage of light-duty AFVs capable of running on alternative fuels each year. In addition, financial incentives are also included in EPAct. Federal tax deductions are allowed for businesses and individuals to cover the incremental cost of AFVs. States are also required by the act to consider a variety of incentive programs to help promote AFVs. The EPAct of 2005 provides renewed and expanded tax credits for electricity generated by qualified energy sources, such as landfill gas; provides bond financing, tax 1 The term "centrally fueled" means that a vehicle is fueled at least 75% of the time at a location that is owned, operated, or controlled by the fleet or covered person, or is under contract with the fleet or covered person for refueling purposes (DOE n.d.).

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incentives, grants, and loan guarantees for clean renewable energy and rural community electrification; and establishes a federal purchase requirement for renewable energy.

STATE
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 regulates privately owned utilities in the energy, rail, telecommunications, and water fields.

State of California Energy Action Plan
The CEC is responsible for preparing the state energy plan, which identifies emerging trends related to energy supply, demand, conservation, public health and safety, and the maintenance of a healthy economy. The current plan is the 2003 California Energy Action Plan (2008 update). The plan calls for the state to assist in the transformation of the transportation system to improve air quality, reduce congestion, and increase the efficient use of fuel supplies with the least environmental and energy costs. To further this policy, the plan identifies a number of strategies, including assistance to public agencies and fleet operators in implementing incentive programs for zero-emission vehicles and addressing their infrastructure needs; and encouragement of urban design that reduces vehicle miles traveled (VMT) and accommodates pedestrian and bicycle access.

Assembly Bill 2076: Reducing Dependence on Petroleum
Pursuant to Assembly Bill (AB) 2076 (Chapter 936, Statutes of 2000), CEC and 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). A performance-based goal of AB 2076 was to reduce petroleum demand to 15 percent below 2003 demand by 2030.

Integrated Energy Policy Report
Senate Bill (SB) 1389 (Chapter 568, Statutes of 2002) required CEC to “conduct assessments and forecasts of all aspects of energy industry supply, production, transportation, delivery and distribution, demand, and prices. The Energy Commission shall use these assessments and forecasts to develop energy policies that conserve resources, protect the environment, ensure energy reliability, enhance the state’s economy, and protect public health and safety” (PRC Section 25301[a]). This work culminated in the Integrated Energy Policy Report (IEPR).

CEC adopts an IEPR every 2 years and an update every other year. The 2021 IEPR is the most recent IEPR. The 2021 IEPR provides a summary of priority energy issues currently facing the State, outlining strategies and recommendations to further the State’s goal of ensuring reliable, affordable, and environmentally responsible energy sources. The report contains an assessment of major energy trends and issues within California’s electricity, natural gas, and transportation fuel sectors. The report provides policy recommendations to conserve resources, protect the environment, ensure reliable, secure, and diverse energy supplies, enhance the state’s economy, and protect public health and safety. Topics covered in the 2021 IEPR include building decarbonization, coordination between state energy agencies, decarbonizing the State’s natural gas Ascent Energy
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system, increasing transportation efficiencies, improving energy reliability and an assessment of the California Energy Demand Forecast (CEC 2022a).

Renewables Portfolio Standard
The State passed legislation referred to as the Renewables Portfolio Standard (RPS) that requires increasing use of renewable energy to produce electricity for consumers. 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). On September 16, 2022, SB 1020 was signed into law. This bill supersedes the goals of SB 100 by requiring that eligible renewable energy resources and zero-carbon resources supply 90 percent of all retail sales of electricity to California end-use customers by December 31, 2035, 95 by December 31, 2040, 100 by December 31, 2045, and 100 percent of electricity procured to serve all state agencies by December 31, 2035.

Senate Bill 350: Clean Energy and Pollution Reduction Act of 2015 The Clean Energy and Pollution Reduction Act of 2015 (SB 350) requires that the amount of electricity generated and sold to retail customers per year from eligible renewable energy resources be increased to 50 percent by December 31, 2030. It also establishes energy efficiency targets that achieve statewide, cumulative doubling of the energy efficiency savings in electricity and natural gas end uses by the end of 2030.

Assembly Bill 1007: State Alternative Fuels Plan
AB 1007 (Chapter 371, Statues of 2005) required CEC to prepare a state plan to increase the use of alternative fuels in California. CEC prepared the State Alternative Fuels Plan in partnership with the California Air Resources Board (CARB) and in consultation with other state, federal, and local agencies. The plan presents strategies and actions California must take to increase the use of alternative nonpetroleum fuels in a manner that minimizes the costs to California and maximizes the economic benefits of in-state production. The plan assessed various alternative fuels and developed fuel portfolios to meet California’s goals to reduce petroleum consumption, increase alternative fuel use, reduce greenhouse gas (GHG) emissions, and increase in-state production of biofuels without causing a significant degradation of public health and environmental quality.

California Building Energy Efficiency Standards (Title 24, Part 6 and Part 11) The energy consumption of new residential and nonresidential buildings in California is regulated by the State’s Title 24, Part 6, Building Energy Efficiency Standards (California Energy Code). CEC updates the California Energy Code every 3 years with more stringent design requirements for reduced energy consumption, which results in the generation of fewer GHG emissions. The current California Energy Code will require builders to use more energy-efficient building technologies for compliance with increased restrictions on allowable energy use. The core focus of the building standards has been efficiency, but the 2019 Energy Code ventured into onsite generation by requiring solar photovoltaic (PV) on new homes, providing significant GHG savings. The most recent is 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 PV system and battery storage standards, and strengthening ventilation standards to improve indoor air quality. The CEC estimates that the 2022 California Energy Code will save consumers $1.5 billion and reduce GHGs by 10 million metric tons (MMT) of carbon dioxide-equivalent (CO2e) over the next 30 years (CEC 2022b).

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CalGreen was added to Title 24 as Part 11, first in 2009 as a voluntary code, which then became mandatory effective January 1, 2011 (as part of the 2010 California Building Standards Code). 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 electric vehicle (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 EO B-18-12.

AB 1279 and 2022 Scoping Plan for Achieving Carbon Neutrality On September 16, 2022, the State legislature passed AB 1279 which codified stringent emissions targets for the State of achieving carbon neutrality and an 85 percent reduction in 1990 emissions level by 2045. CARB released the Final 2022 Scoping Plan for Achieving Carbon Neutrality (2022 Scoping Plan) on November 16, 2022, as also directed by AB 1279 (CARB 2022). The 2022 Scoping Plan traces the pathway for the State to achieve its carbon neutrality goal and an 85 percent reduction in 1990 emissions goal by 2045. CARB adopted the 2022 Scoping Plan on December 16, 2022.

Senate Bill 375 of 2008
SB 375, signed into law in September 2008, aligns regional transportation planning efforts, regional GHG emission reduction targets, and land use and housing allocation. It requires metropolitan planning organizations (MPOs) to adopt a Sustainable Communities Strategy or Alternative Planning Strategy, showing prescribed land use allocation in each MPO’s Regional Transportation Plan. CARB, in consultation with the MPOs, provides each affected region with reduction targets for GHGs emitted by passenger cars and light trucks for 2020 and 2035. Implementation of SB 375 has the co-benefit of reducing California’s dependency on fossil fuels and making land use development and transportation systems more energy efficient.

California Energy Efficiency Action Plan
The 2019 California Energy Efficiency Action Plan has three primary goals for the State: double energy efficiency savings by 2030 relative to a 2015 base year (per SB 350), expand energy efficiency in lowincome and disadvantaged communities, and reduce GHG emissions from buildings. This plan provides guiding principles and recommendations related to how the State would achieve those goals.

These recommendations include:
• identifying funding sources that support energy efficiency programs, • identifying opportunities to improve energy efficiency through data analysis, • using program designs as a way to encourage increased energy efficiency on the consumer end,
• improving energy efficiency through workforce education and training, and • supporting rulemaking and programs that incorporate energy demand flexibility and building decarbonization (CEC 2019).

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LOCAL
City of Sacramento General Plan
The City of Sacramento 2040 General Plan is the City’s policy guide for future development. The 2040 General Plan establishes land uses for the Specific Plan Area along with policies that guide development, design, and urban form.

City of Sacramento Climate Action and Adaptation Plan
The City is has adopted the Sacramento Climate Action & Adaptation Plan (CAAP), as part of the consideration and implementation of the 2040 General Plan.

City of Sacramento New Building Electrification
The City is not enforcing its ordinance prohibiting natural gas installation in all new construction. The vast majority of permit applications are for all-electric construction. As all-electric is cost-effective for the majority of new construction and typically yields on-bill savings in Sacramento, it is anticipated that this trend is likely to continue. It is expected that market forces and City encouragement would achieve at least 75 percent of the relevant goal (i.e., reduction of GHG emissions), and savings can be achieved through other City efforts to make up the difference. The City will continue to make every good faith effort on each project to achieve CAAP goals by electrification preferably. It is expected that CAAP remains qualified per California Code of Regulation Title 14 Section 15183.5.

3.4.2 Environmental Setting

ENERGY FACILITIES AND SERVICES
Energy Facilities and Services in the Specific Plan Area Electric services are provided to the Specific Plan Area by the Sacramento Municipal Utility District (SMUD). Natural gas service is provided by Pacific Gas and Electric (PG&E).

ENERGY TYPES AND SOURCES
California relies on a regional power system composed of a diverse mix of natural gas, renewable, hydroelectric, and nuclear generation resources. Natural gas makes up one-third of energy commodities consumed in California. In 2022, SMUD provided its customers with 24 percent eligible renewable energy (i.e., biomass combustion, geothermal, small scale hydroelectric, solar, and wind), with 25 percent and 46 percent sourced from large-scale hydroelectric and natural gas, respectively (SMUD 2023). The contribution of in- and out-of-State power plants depends on the precipitation that occurred in the previous year, the corresponding amount of hydroelectric power that is available, and other factors.

ALTERNATIVE FUELS
A variety of alternative fuels are used to reduce demand for petroleum-based fuel. The use of these fuels is encouraged through various statewide regulations and plans (e.g., Low Carbon Fuel Standard, AB 32 Scoping Plan). Conventional gasoline and diesel may be replaced (depending on the capability of the vehicle) with many transportation fuels, including:
• biodiesel,
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• electricity,
• ethanol (E-10 and E-85),
• hydrogen,
• natural gas (methane in the form of compressed and liquefied natural gas), • propane,
• renewable diesel (including biomass-to-liquid),
• synthetic fuels, and
• gas-to-liquid and coal-to-liquid fuels.

California has a growing number of alternative fuel vehicles through the joint efforts of CEC, CARB, local air districts, federal government, transit agencies, utilities, and other public and private entities. As of August 2023, California contained over 43,264 alternative fueling stations (AFDC 2023).

ENERGY USE FOR TRANSPORTATION
In 2021, the transportation sector comprised the largest end-use sector of energy in the State totaling

37.8 percent, followed by the industrial sector totaling 23.2 percent, the residential sector at 20.0 percent, and the commercial sector at 19.0 percent (EIA 2023). On-road vehicles use comprises about 90 percent of the petroleum consumed in California. CEC reported retail sales of 448 million and 45 million gallons of gasoline and diesel, respectively, in Sacramento County in 2021 (the most recent data available) (CEC 2023).

ENERGY USE AND CLIMATE CHANGE
Scientists and climatologists have produced evidence that the burning of fossil fuels by vehicles, power plants, industrial facilities, residences, and commercial facilities has led to an increase of the earth’s temperature. For an analysis of GHG production and the project’s impacts on climate change, refer to Section 3.5, “Greenhouse Gas and Climate Change.”

3.4.3 Impacts and Mitigation Measures

METHODOLOGY
Appendix G of the State CEQA Guidelines requires the consideration of the energy implications of a project. CEQA requires mitigation measures to reduce “wasteful, inefficient and unnecessary” energy usage (Public Resources Code Section 21100, subdivision (b)(3)). Neither the law nor the State CEQA Guidelines establish criteria that define wasteful, inefficient, or unnecessary use. Therefore, impacts related to energy are addressed qualitatively. Estimations of energy consumption are provided for informational purposes. Each impact area was analyzed in the context of existing laws and regulations and the extent to which these existing laws and regulations adequately address and minimize the potential for impacts associated with implementation of the project.

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Fuel consumption for mobile construction and operational sources was estimated using the California Emissions Estimator Model (CalEEMod), Version 2022.1.1.20, off-model calculations (see Appendix B) and is provided for informational purposes. Energy consumption in the area, landscaping, and water sectors were also estimated using CalEEMod defaults and are included for informational purposes as well. Annual VMT data was provided in the VMT analysis prepared for the project.

THRESHOLDS OF SIGNIFICANCE
The following significance criteria are based on CEQA Guidelines Appendix F (energy), under which implementation of the project would have a potentially significant adverse impact if the project would:
• result in a potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy, or wasteful use of energy resources, during project construction or operation; and/or
• conflict with or obstruct a state or local plan for renewable energy or energy efficiency.

As stated above, Appendix G of the State CEQA Guidelines requires the consideration of the energy implications of a project. CEQA requires mitigation measures to reduce “wasteful, inefficient and unnecessary” energy usage (Public Resources Code Section 21100, subdivision (b)(3)). Neither the law nor the State CEQA Guidelines establish criteria that define wasteful, inefficient, or unnecessary use.

Compliance with current California Energy Code standards for building energy efficiency and future updates to the standards would result in energy-efficient buildings developed through implementation of the Specific Plan. This analysis considers all energy uses associated with the Specific Plan.

ISSUES NOT DISCUSSED FURTHER
All issues relating to energy are discussed in the following analysis.

ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
Impact 3.4-1: Wasteful, Inefficient, or Unnecessary Consumption of Energy, During Project Construction or Operation
Construction of the project would involve targeted redevelopment which would conserve energy by lessening the need for project site preparation and grading throughout the Specific Plan Area.

Construction activities would also only utilize the amount of energy required to complete the project and construction-related energy consumption would cease upon project completion. Operation of the project would result in the conservation and efficient use of energy by developing land uses near existing infrastructure, increasing density and subsequently increasing transportation energy efficiency and reducing fuel use. In addition, redevelopment of aging structures would improve the energy efficiency of the Specific Plan Area due to the application of contemporary building standards. For these reasons, the use of energy for construction and operation of development in the Specific Plan Area would not be considered wasteful, inefficient, or unnecessary. This impact would be less than significant.

Construction Energy
Energy would be required to construct, operate, and maintain construction equipment and to produce and transport construction materials associated with construction of the project. It is assumed that this construction would occur over a period of 15 years with activities commencing in 2024 and concluding in 2039. The one-time energy expenditure required to construct the physical buildings and infrastructure Energy Ascent
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associated with the project would be nonrecoverable. Most energy consumption would result from operation of construction equipment and vehicle trips associated with commutes by construction workers and haul trucks supplying materials. See Table 3.4-1, below, for an estimate of fuel needed for construction activities associated with the project.

Table 3.4-1 Construction Energy Consumption
Construction Phase Diesel (Gallons)1 Gasoline (Gallons)2 Off-Road Equipment 244,979 —
On-Road Trucks 4,009 —
Worker Commute Vehicles — 102,219
Total 248,988 102,219
1 Diesel gallons include off-road equipment and on-road gallons from worker and vendor trips. 2 Gasoline gallons include on-road gallons from worker trips.

Source: Calculations by Ascent Environmental in 2023.

Although construction activities would require fuel and other energy sources, increases of fuel and energy uses would be temporary. Construction contractors strive to complete construction projects in an efficient manner to meet project schedules and minimize cost (to maximize their profitability). Thus, only the necessary amount of fuel would be consumed.

Building Energy
All development under the proposed project would, at a minimum, be built to meet the 2022 California Energy Code requirements. The 2022 California Energy Code requires the use of efficient electric heat pumps, establishes electric-ready requirements for new homes, expands solar photovoltaic and battery storage standards, and strengthens ventilation standards (CEC 2022b). All buildings that would be developed under the project would be required to comply with the California Energy Code standards for building energy efficiency.

As construction of the land uses proposed under the project proceeds through 2039, the California Energy Code will continue to be updated on a triennial basis with the expectation that the mandatory requirements of the code will require increasingly more stringent energy efficiency requirements. This would result in increased building energy efficiency over time as buildings continue to be developed, as allowed as a result of the project. Indirect energy use would include wastewater treatment and solid waste removal. Implementation of the project would increase electricity consumption in the region relative to existing conditions.

The total increase in electricity demand associated with the project is estimated at 36 gigawatt hours per year (GWh/year). Natural gas demand would increase by approximately 160,883 million British thermal units per year (MMBTU/year). For a list of assumptions made to estimate operational energy consumption, see Appendix B. In addition to developing new buildings and retrofitting existing ones to be more energy efficient, the project would also serve the purpose of creating additional housing in the City of Sacramento.

Table 3.4-2 provides a summary of the estimated operational energy consumption associated with the project.

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Table 3.4-2 Operational Energy Consumption
Land Use/Energy Type Energy Consumption Units
Electricity 36 GWh/year
Natural Gas 160,883 MMBTU/year
Notes: GWh/year = gigawatt-hours per year; MMBTU = million British thermal units.

Source: Calculations by Ascent Environmental in 2023.

Transportation Energy
Residential and commuter trips would make up the majority of VMT associated with the project, with occasional maintenance and delivery trips accounting for the remaining VMT. The net fuel consumption associated with project-related vehicle trips would not be considered wasteful, inefficient, or unnecessary in comparison to other similar developments in the region. State and federal regulations regarding fuel efficiency standards for vehicles in California are designed to reduce wasteful, inefficient, and unnecessary use of energy for transportation. Additionally, regulations pertaining to EV vehicle use and EV infrastructure will serve to reduce energy consumption over time by reducing the combustion of fossil fuel used for transportation and increasing the use of electricity generated by renewables for the purpose of powering EVs.

Annual VMT associated with the project would be 48,351,751 and would result in fuel demand of 1,419,639,399 gallons of gasoline per year and 39,385,367 gallons of diesel per year. Operational transportation-related fuel estimates are summarized in Table 3.4-3.

Table 3.4-3 Operational Fuel Use
Source Gas (gal/year) Diesel (gal/year)
Mobile (Total for Project) 1,419,639,399 39,385,367
Notes: gal/year = gallons per year.

Source: Calculations by Ascent Environmental in 2023.

Summary
The project would increase energy consumption for temporary construction activities related to vehicle use and material transport. However, construction activities would be temporary and would not increase long-term energy or fuel demand. Construction activities would consume the necessary amount of fuel and energy to complete work in an efficient and timely manner. Once operational, the project would increase transportation and building energy demand, as well as provide additional housing in the City of Sacramento.

According to Appendix F of the State CEQA Guidelines, the means to achieve the goal of conserving energy include decreasing overall per capita energy consumption, decreasing reliance on oil, and increasing reliance on renewable energy sources. As described in Chapter 2, “Project Description,” the development in the Specific Plan Area is anticipated to include the reuse and infill of vacant buildings and storefronts, development of paved parking lots, the creation of community spaces, and streetscape, and infrastructure improvements. This type of development limits energy-intensive activities such as grading and excavation. Regarding operation, the project would result in the conservation and efficient use of energy by developing land uses near existing infrastructure and, therefore, increasing density.

Increased development density results in the conservation and efficient use of energy by increasing access to existing public transit services as well as increasing the viability of alternative modes of transportation such as walking and biking. The use of public transit and alternative modes of transportation reduce single-occupancy vehicle trips and, therefore, reduce the consumption of fossil fuel for transportation. Furthermore, replacing aged and underutilized structures with new buildings Energy Ascent
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constructed in compliance with current energy standards and codes is anticipated to improve per-capita energy efficiency in the Specific Plan Area.

For these reasons, the use of energy for construction and operation of the project would not be considered wasteful, inefficient, or unnecessary. This impact would be less than significant.

Mitigation Measures
No mitigation measures are required.

Impact 3.4-2: Conflict with or Obstruct a State or Local Plan for Renewable Energy or Energy Efficiency Because natural gas is assumed to be included in the design and operation of future development in the Specific Plan Area, the project could conflict with the building decarbonization and fossil fuel reduction goals of both the 2022 Scoping Plan and the City’s CAAP, and obstruct the implementation of these plans to achieve the State’s goals of reducing fossil fuel consumption and increasing energy efficiency. The market forces and the City continue to encourage development of all-electric projects. In addition, implementation of Mitigation Measure 3.4-2 would require future project applicants to provide EV charging parking to encourage the use of electric vehicles. This impact would be less than significant with mitigation.

Relevant plans that pertain to the efficient use of energy include the Energy Efficiency Action Plan, which focuses on energy efficiency and building decarbonization (CEC 2019), the 2022 Scoping Plan, and the City’s CAAP.

A key focus of the 2022 Scoping Plan focuses on strategies for reducing California’s dependency on petroleum to provide consumers with clean energy options that address climate change, improve air quality, and support economic growth and clean sector jobs. The electricity sector is identified as one of the largest contributors to GHG emissions in the state (CARB 2022:182). The 2022 Scoping Plan identifies actions needed to achieve the AB 1279 target of 85 percent below 1990 levels by 2045.

In particular, these actions include transitioning to all electric appliances beginning in 2026 for residential land uses and 2029 for commercial land uses (CARB 2022), The 2022 Scoping Plan also states that vehicles must transition to zero emission technology to decarbonize the transportation sector (CARB 2022:185). Therefore, improving energy efficiency and transitioning to all-electric in the built environment and transportation sectors is a crucial component to achieving the State’s GHG reduction and carbon neutrality goals. As discussed in the preceding impact, although implementation of the project has the potential to result in the overall increase in consumption of energy resources during construction and operation of new buildings and facilities, energy conservation and generation features would be incorporated into new development through compliance with existing regulations (including the installation of energy efficient appliances aligning with the Energy Efficiency Action Plan). These features would also align with the GHG reduction and energy efficiency goals of the 2022 Scoping Plan.

Additionally, the 2022 CALGreen requires installation of EV charging stations, which would also align with the goal of reducing fossil fuel consumption set forth in the 2022 Scoping Plan. Similarly, increased development density would align with the VMT reduction goals of both the 2022 Scoping Plan and the Energy Efficiency Action Plan.

The 2022 Scoping Plan identifies the transition away from the use of fossil fuels in all applications is key to the achievement of this goal (CARB 2022). CAAP Policy E-2 also encourages eliminating natural gas in new construction. However, individual projects developed under the Specific Plan could still elect to install natural gas infrastructure installation. Therefore, implementation of the Specific Plan would Ascent Energy
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result in potentially significant impacts related to conflict with or obstructing with a State or local plan for renewable energy.

Mitigation Measures
Implement Mitigation Measure 3.5-1b.

Mitigation Measure 3.4-2: Electric Vehicle Charging Parking The City shall incorporate the following policy related to electric vehicle charging stations into the Specific Plan:
• Policy X: EV Parking Spaces
Applicants shall include the most recent CalGreen Tier 2 requirements pertaining to required EV parking spaces in the project design in order to meet the prerequisites for SMAQMD’s Tier 1 BMP 2.

Significance after Mitigation
As discussed in Section 3.4.1, “Regulatory Setting,” the City is not enforcing its ordinance prohibiting natural gas installation in all new construction, which could potentially conflict with CAAP Policy E-2 that seek to avoid installation and use of natural gas in new buildings. However, the vast majority of permit applications in the city are for all-electric construction. As all-electric is cost-effective for the majority of new construction, and typically yields on-bill savings in Sacramento, it is anticipated that this trend is likely to continue. The market forces and City encouragement would likely achieve at least 75 percent of the relevant goal (i.e., reduction of GHG emissions), and savings can be achieved through other City efforts to make up the difference. It is expected that implementation of the Specific Plan would not conflict with the 2022 Scoping Plan and CAAP regarding transitioning away from natural gas with the City’s continued effort to encourage all-electric construction.

In addition, Mitigation Measure 3.5-1b directs the project to comply with the measures of the CAAP.

These include several energy-related measures that would result in improved efficiency and renewable energy resources in the Plan Area. Also, Mitigation Measure 3.4-2 would require that future project applicants comply with CalGreen Tier 2 requirements related to EV parking spaces. Implementation of this measure would encourage the use of electric vehicles instead of the use of fossil fuel vehicles.

Therefore, implementation of the Specific Plan would not conflict with or obstruct a state or local plan for renewable energy and energy efficiency. This impact is less than significant with mitigation.

CUMULATIVE IMPACTS
Impact 3.4-3: Potential for the Implementation of the Specific Plan, in Combination with Other Development, to Contribute to a Significant Cumulative Energy Impact Cumulative development in the city and unincorporated county would increase regional energy demand. However, overall energy demand from projected development would not be wasteful or inefficient or obstruct plans for renewable energy or energy efficiency. The Specific Plan would allow for project design features that are not consistent with state plans related to renewable energy and could, therefore, result in a considerable contribution to a significant cumulative impact. With implementation of mitigation measure and the City’s continued encouragement for all-electric development, the project would not conflict with the goals of the 2022 Scoping Plan and the City’s CAAP to reduce natural gas utility use. Therefore, this impact would be less than significant with mitigation.

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Cumulative development in the city and unincorporated county would increase regional energy demand. However, overall energy demand from projected development would not be wasteful or inefficient or obstruct plans for renewable energy or energy efficiency. Redevelopment of areas served by infrastructure that support dense development patterns generally support efficient use of energy associated with construction, building operation, and transportation. The Specific Plan would allow for project design features that are not consistent with state plans related to renewable energy and could, therefore, result in a considerable contribution to a significant cumulative impact.

Implementation of the proposed Specific Plan would involve development and redevelopment activities within the Specific Plan Area. This pattern of construction generally leads to energy efficient construction (due to proximity to goods, services, and workers) and operation (due to compact development patterns, availability of alternative modes of transportation, and replacing aged structures with structures that meet modern building codes). Natural gas infrastructure may be permitted in future high-rise, medical and commercial uses, future redevelopment may include remodeling and additions that are not subject to the electrification requirement, and the implementation of EV chargers to meet CalGreen Tier 2 requirements would not be certain without additional requirements. The project would receive electricity service provided by SMUD. Natural gas services in Sacramento County are provided by PG&E. The project would also consume energy related to transportation (i.e., gasoline and diesel consumption for passenger vehicles, trucks, buses, and other vehicles) and construction. The project would be required to implement energy efficiency measures in accordance with the California Energy Code (i.e., Title 24), which includes the California Green Building Standards Code (i.e., CALGreen), to reduce energy demand from buildings and would likely implement transportation demand management strategies to reduce the number of vehicle trips and VMT, which would reduce fuel consumption.

According to Appendix F of the State CEQA Guidelines, the means to achieve the goal of conserving energy include decreasing overall per capita energy consumption, decreasing reliance on natural gas and oil, and increasing reliance on renewable energy sources. The impact discussion above concludes that the project would not result in the wasteful or inefficient use of energy or transportation-related fuel.

The project would increase energy demand during temporary construction activities for new buildings and facilities; however, construction activities would not increase long-term, ongoing demand for energy or fuel because project construction is anticipated to occur intermittently over 15 years and would be temporary. Therefore, the Specific Plan could potentially result in a considerable contribution to significant cumulative impacts related to energy efficiency. This impact would be significant.

Mitigation Measures
Implement Mitigation Measures 3.5-1b and 3.4-2.

Significance after Mitigation
Impact 3.3-4, above, concludes that, with implementation of mitigation measure, the project would not conflict with the goals of the 2022 Scoping Plan and the City’s CAAP to reduce natural gas utility use.

Therefore, implementation of this mitigation would eliminate the potential conflict and the project would not contribute considerably to a cumulative impact. The impact would be less than significant with mitigation.

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3.5 GREENHOUSE GAS EMISSIONS AND CLIMATE CHANGE
This section presents a summary of regulations applicable to greenhouse gas (GHG) emissions; a summary of climate change science and GHG sources in California; quantification of project-generated GHGs and discussion about their contribution to global climate change; and analysis of the project’s resiliency to climate change-related risks. In addition, mitigation measures are recommended to reduce the Specific Plan’s contribution to climate change.

Comments related to GHGs were received in response to the Notice of Preparation. A copy of the Notice of Preparation along with comments received is included in Appendix A. The Sacramento Metropolitan Air Quality Management District (SMAQMD) provided comments requesting that GHG emissions from the project be compared against SMAQMD thresholds and that SMAQMD’s CEQA Guidelines be used when analyzing project-related GHG emissions. SMAQMD also recommended the use of best management practices (BMPs) should the project not be considered consistent with the City of Sacramento’s (City) Climate Action and Adaptation Plan (CAAP). The Sacramento Municipal Utility District (SMUD) also provided a comment requesting that impacts relating to climate change be analyzed.

3.5.1 Regulatory Setting

FEDERAL
In Massachusetts et al. v. Environmental Protection Agency et al., 549 U.S. 497 (2007), the Supreme Court of the United States (US) ruled that carbon dioxide (CO2) is an air pollutant as defined under the federal Clean Air Act (CAA) and that the US Environmental Protection Agency (EPA) has the authority to regulate GHG emissions. In 2010, EPA started to address GHG emissions from stationary sources through its New Source Review permitting program, including operating permits for “major sources” issued under Title V of the CAA.

The National Highway Traffic Safety Administration (NHTSA) regulates vehicle emissions through the Corporate Average Fuel Economy (CAFE) Standards. On April 1, 2022, the Secretary of Transportation unveiled new CAFE standards for 2024–2026 model year passenger cars and light-duty trucks. These new standards require new vehicles sold in the US to average at least 40 miles per gallon and apply to all states except those that enforce stricter standards.

STATE
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 emissions to 40 percent below 1990 levels by 2030 (Senate Bill [SB] 32 of 2016). Executive Order S-3-05 calls for statewide GHG emissions to be reduced to 80 percent below 1990 levels by 2050. This target was superseded by AB 1279, which codifies a goal for carbon neutrality and to reduce emissions by 85 percent below 1990 levels by 2045. These targets are in line with the scientifically established levels needed in the US 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 Greenhouse Gas Emissions and Climate Change Ascent
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projected; these targets also pursue efforts to limit the temperature increase even further to 1.5 degrees Celsius (United Nations 2015).

CARB adopted the Final 2022 Scoping Plan for Achieving Carbon Neutrality (2022 Scoping Plan) on December 16, 2022, which traces the State’s the pathway 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. 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) to achieve these goals.

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. The program’s initial goal requiring zero-emission vehicle (ZEV) regulation (i.e., 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 was supersede by Executive Order N-79-20, which directed the state to scale out the sales of internal combustion engines to 100 percent ZEV sales by 2035. The Advanced Clean Cars II Program was adopted by CARB in August 2022, and provides the regulatory framework for ensuring the sales requirement goal of Executive Order N-79-20 to ultimately reach 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 2018). 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 Sacramento, Placer, El Dorado, Yuba, Sutter, and Yolo counties, excluding those lands located in the Tahoe Basin. The Specific Plan Area is in Sacramento County. Under the most recent targets of SB 375 (i.e., achieve a 7- percent and 19-percent below 2005 per capita reduction in automobile emissions by 2020 and 2035, respectively), SACOG completed and adopted its most recent 2020 MTP/SCS in November 2019 (SACOG 2019). CARB’s technical evaluation of the 2020 MTP/SCS confirmed that the plan is sufficient to meet the reduction targets of SB 375 (CARB 2020). SACOG is currently updating its MTP/SCS pursuant to federal law and plans to finalize a blueprint by Fall 2025, which will strengthen its Ascent Greenhouse Gas Emissions and Climate Change
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commitments to promote a connected region that includes transportation options for residents, affordable housing for the region’s growing population, and equitable investments that give all community members access to a safe and healthy region.

Legislation Associated with Electricity Generation
SB 100 of 2018 sets a three-stage compliance period requiring all California utilities, including independently owned utilities, energy service providers, and community choice aggregators, to generate 52 percent of their electricity from renewables by December 31, 2027; 60 percent by December 31, 2030; and 100 percent carbon-free electricity by December 31, 2045. On September 16, 2022, SB 1020 was signed into law. This bill supersedes the goals of SB 100 by requiring that eligible renewable energy resources and zero-carbon resources supply 90 percent of all retail sales of electricity to California end-use customers by December 31, 2035, 95 percent of all retail sales of electricity to California end-use customers by December 31, 2040, 100 percent of all retail sales of electricity to California end-use customers by December 31, 2045, and 100 percent of electricity procured to serve all state agencies by December 31, 2035.

Building Energy Efficiency Standards
Title 24, Part 6
The energy consumption of new residential and nonresidential buildings in California is regulated by the State’s Title 24, Part 6, Building Energy Efficiency Standards (California Energy Code). The California Energy Commission (CEC) updates the California Energy Code every 3 years with more stringent design requirements for reduced energy consumption, which results in the generation of fewer GHG emissions.

The current California Energy Code will require builders to use more energy-efficient building technologies for compliance with increased restrictions on allowable energy use. The core focus of the building standards has been efficiency, but the 2019 California Energy Code ventured into onsite generation by requiring solar photovoltaic (PV) system on new homes, providing significant GHG savings.

The most recent is the 2022 California Energy Code which 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 PV system and battery storage standards, and strengthening ventilation standards to improve indoor air quality. The CEC estimates that the 2022 California Energy Code will save consumers $1.5 billion and reduce GHGs by 10 million metric tons of CO2 equivalent (MMTCO2e) over the next 30 years (CEC 2021).

Title 24, Part 11
The California Green Building Standards Code, referred to as CalGreen, was added to Title 24 as Part 11, first in 2009 as a voluntary code, which then became mandatory effective January 1, 2011 (as part of the 2010 California Building Standards Code). 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 EO B-18-12.

CalGreen establishes two tiers of standards to provide designers and jurisdictions the opportunity to go beyond the minimum mandatory requirements to promote the use of design and construction concepts that minimize the building’s impact on the environment and promote a more sustainable design. Tier 1 Greenhouse Gas Emissions and Climate Change Ascent
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requirements are more stringent than the base mandatory CalGreen provisions, and Tier 2 achieves an even higher standard. Local governments may adopt ordinances that make tier options mandatory in order to meet their community’s sustainability goals.

LOCAL
City of Sacramento General Plan
The City of Sacramento General Plan is the City’s policy guide for future development.

Sacramento Metropolitan Air Quality Management District SMAQMD is the primary agency responsible for addressing air quality concerns in all of Sacramento County. SMAQMD recommends methods for analyzing project-generated GHG emissions in CEQA analyses and offers multiple potential GHG reduction measures for land use development projects.

SMAQMD developed thresholds of significance to provide a uniform scale to measure the significance of GHG emissions from land use and stationary source projects in compliance with CEQA to align with the statewide GHG emissions target of 40 percent below 1990 levels by 2030 with the passage of SB 32 for land use development projects (SMAQMD 2021).

SMAQMD’s newly published guidance to address GHGs was released in February 2021. SMAQMD recommends that 1,100 metric tons of CO2 equivalent per year (MTCO2e/year) be applied as a brightline threshold of significance for evaluating construction emissions of GHGs. SMAQMD also recommends a tiered approach to evaluate the significance of operational emissions. All projects utilizing air district thresholds are required to implement the following Tier 1 BMPs:
• BMP 1 – Projects shall be designed and constructed without natural gas infrastructure. • BMP 2 – Projects shall meet the current CalGreen Tier 2 standards, except all EV capable spaces shall instead be EV ready.

The City has adopted a Climate Action and Adaptation Plan (see below) that provides project streamlining for greenhouse gas emissions pursuant to CEQA Guidelines section 15183.5. The City Coordinates with the air district in achieving GHG emission reductions.

City of Sacramento Climate Action and Adaptation Plan
The City adopted the Sacramento CAAP, in tandem with the 2040 General Plan Update, on February 27, 2024. The CAAP is a qualified plan as described in CEQA Guidelines section 15183.5. Projects consistent with the plan are entitled to streamlined CEQA review for GHG emissions.

City of Sacramento New Building Electrification Ordinance The City adopted the New Building Electrification Ordinance on June 1, 2021. The New Building Electrification Ordinance amended Title 15 of Sacramento City Code making local amendments to the California Building Standards Code requiring:
• Building permit applications filed on or after January 1, 2023, for newly constructed buildings that are three stories or less to be all-electric buildings. • Building permit applications filed on or after January 1, 2026, for newly constructed buildings that are four stories or more to be all-electric buildings.

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The City is not enforcing its ordinance prohibiting natural gas installation in all new construction. The vast majority of permit applications are for all-electric construction. As all-electric is cost-effective for the majority of new construction, and typically yields on-bill savings in Sacramento, it is anticipated that this trend is likely to continue. It is expected that market forces and City encouragement will achieve at least 75 percent of the relevant goal (i.e., reduction of GHG emissions), and savings can be achieved through other City efforts to make up the difference. The City will make every good faith effort on each project to achieve the plan goals, by electrification preferably. The CAAP remains qualified per California Code of Regulation Title 14 Section 15183.5.

3.5.2 Environmental Setting

GREENHOUSE GAS EMISSIONS AND CLIMATE CHANGE
The Physical Scientific Basis of Greenhouse Gas Emissions and Climate Change Certain gases in the earth’s atmosphere, classified as GHGs, play a critical role in determining the earth’s surface temperature. Solar radiation enters the atmosphere from space. A portion of the radiation is absorbed by the earth’s surface, and a smaller portion of this radiation is reflected toward space. The absorbed radiation is then emitted from the earth as low-frequency infrared radiation. Most solar radiation passes through GHGs; however, infrared radiation is absorbed by these gases. As a result, radiation that otherwise would have escaped back into space is instead “trapped,” resulting in a warming of the atmosphere. This phenomenon, known as the greenhouse effect, is responsible for maintaining a habitable climate on earth.

Prominent GHGs contributing to the greenhouse effect are CO2, methane (CH4), nitrous oxide (N2O), hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride. Human-caused emissions of these GHGs in excess of natural ambient concentrations are found to be responsible for intensifying the greenhouse effect and leading to a trend of unnatural warming of the earth’s climate, known as global climate change or global warming. It is “extremely likely” that more than half of the observed increase in global average surface temperature from 1951 to 2010 was caused by the anthropogenic increase in GHG concentrations and other anthropogenic forcing (IPCC 2014).

Climate change is a global problem. GHGs are global pollutants, unlike criteria air pollutants and toxic air contaminants, which are pollutants of regional and local concern. Whereas most pollutants with localized air quality effects have relatively short atmospheric lifetimes (approximately 1 day), GHGs have long atmospheric lifetimes (1 year to several thousand years). GHGs persist in the atmosphere long enough to be dispersed around the globe. Although the lifetime of any GHG molecule depends on multiple variables and cannot be determined with any certainty, it is understood that more CO2 is emitted into the atmosphere than is sequestered by ocean uptake, vegetation, and other forms of sequestration. Of the total annual human-caused CO2 emissions, approximately 55 percent are estimated to be sequestered through ocean and land uptake every year, averaged over the last 50 years, whereas the remaining 45 percent of human-caused CO2 emissions remain stored in the atmosphere (IPCC 2013).

The quantity of GHGs in the atmosphere responsible for climate change is not precisely known, but it is considered to be enormous. No single project alone would measurably contribute to an incremental change in the global average temperature or to global or local climates or microclimates. From the standpoint of CEQA, GHG impacts relative to global climate change are inherently cumulative.

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Greenhouse Gas Emissions Sources and Sinks
Emissions of CO2 are byproducts of fossil fuel combustion. Methane, a highly potent GHG, primarily results from off-gassing (the release of chemicals from nonmetallic substances under ambient or greater pressure conditions) and is largely associated with agricultural practices, landfills, and forest fires. Nitrous oxide is also largely attributable to agricultural practices and soil management. CO2 sinks, or reservoirs, include vegetation and the ocean, which absorb CO2 through sequestration and dissolution (CO2 dissolving into the water) and are two of the most common processes for removing CO2 from the atmosphere.

The City of Sacramento has completed a GHG inventory for the 2016 calendar year to measure progress toward its 2020 GHG reduction goals as set in the first City of Sacramento CAP and assist in the development of an updated plan by developing a forecast and gap analysis to identify CAP policies that will be needed to achieve longer term targets. SB 326 established 2030 as the next major milestone of GHG reduction targets. The 2016 City of Sacramento GHG Inventory was used to develop a forecast to assist the City in setting targets which are consistent with State-level goals and the City of Sacramento General Plan which is currently being updated, as stated above. A summary of the 2016 GHG emissions by sector is provided in Table 3.5-1.

Table 3.5-1 City of Sacramento GHG Emissions by Economic Sector (2016) Sector Emissions (MTCO2e) Percent
Residential Electricity 318,275 9
Residential Gas 318,304 9
Industrial and Commercial Electricity 489,945 14
Commercial Gas 153,803 4
District Gas 18,216 1
Transportation 1,935,870 57
Generated Waste 134,339 4
Waste-In-Place 26,504 1
Wastewater 19,867 1
Water 9,607 <1
Total Emissions 3,424,729 100
Notes: MTCO2e = metric tons of carbon dioxide equivalent Sources: City of Sacramento 2020.

As shown in Table 3.5-1, the transportation sector and industrial and commercial electricity sector comprise the two largest GHG emitting sectors in the city.

Effects of Climate Change on the Environment
According to the Intergovernmental Panel on Climate Change (IPCC), which was established in 1988 by the World Meteorological Organization and the United Nations Environment Programme, global average temperature will increase by 3.7 to 4.8 degrees Celsius (°C) (6.7 to 8.6 degrees Fahrenheit [°F]) by the end of the century unless additional efforts to reduce GHG emissions are made (IPCC 2014:10). According to California's Fourth Climate Change Assessment, with global GHGs reduced at a moderate rate California will experience average daily high temperatures that are warmer than the historic average by 2.5°F from 2006 to 2039, by 4.4°F from 2040 to 2069, and by 5.6°F from 2070 to 2100; and if GHG emissions continue at current rates then California will experience average daily high Ascent Greenhouse Gas Emissions and Climate Change
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temperatures that are warmer than the historic average by 2.7°F from 2006 to 2039, by 5.8°F from 2040 to 2069, and by 8.8°F from 2070 to 2100 (OPR et al. 2018).

Since its previous climate change assessment in 2012, California has experienced several of the most extreme natural events in its recorded history: a severe drought from 2012 to 2016, an almost nonexistent Sierra Nevada winter snowpack in 2014-2015, increasingly large and severe wildfires, and back-to-back years of the warmest average temperatures (OPR et al. 2018). According to California Natural Resource Agency’s Safeguarding California Plan: 2018 Update, California experienced the driest 4-year statewide precipitation on record from 2012 through 2015; the warmest years on average in 2014, 2015, and 2016; and the smallest and second smallest Sierra snowpack on record in 2015 and 2014 (CNRA 2018). According to the National Oceanic and Atmospheric Administration (NOAA) and the National Aeronautics and Space Administration (NASA), 2016, 2017, and 2018 were the hottest recorded years in history (NOAA 2019). In contrast, the northern Sierra Nevada experienced one of its wettest years on record during the 2016-2017 water year (CNRA 2018). The changes in precipitation exacerbate wildfires throughout California through a cycle of high vegetative growth coupled with dry, hot periods which lowers the moisture content of fuel loads. As a result, the frequency, size, and devastation of forest fires have increased. In November 2018, the Camp Fire completely destroyed the town of Paradise in Butte County and caused 85 fatalities, becoming the state’s deadliest fire in recorded history, and the largest fires in the state’s history have occurred in the 2018–2020 period.

Moreover, changes in the intensity of precipitation events following wildfires can also result in devastating landslides. In January 2018, following the Thomas Fire, 0.5 inch of rain fell in 5 minutes in Santa Barbara causing destructive mudslides formed from the debris and loose soil left behind by the fire. These mudslides resulted in 21 deaths.

As temperatures increase, the amount of precipitation falling as rain rather than snow also increases, which could lead to increased flooding because water that would normally be held in the snowpack of the Sierra Nevada and Cascade Range until spring would flow into the Central Valley during winter rainstorm events. This scenario would place more pressure on California’s levee/flood control system (CNRA 2018). Furthermore, in the extreme scenario involving the rapid loss of the Antarctic ice sheet and the glaciers atop Greenland, the sea level along California’s coastline is expected to rise 54 inches by 2100 if GHG emissions continue at current rates (OPR et al. 2018).

Temperature increases and changes to historical precipitation patterns will likely affect ecological productivity and stability. Existing habitats may migrate from climatic changes where possible, and those habitats and species that lack the ability to retreat will be severely threatened. Altered climate conditions will also facilitate the movement of invasive species to new habitats, thus potentially outcompeting native species. Altered climatic conditions dramatically endanger the survival of arthropods (e.g., insects, spiders) which could have cascading effects throughout ecosystems (Lister and Garcia 2018). Conversely, a warming climate may support the populations of other insects such as ticks and mosquitos, which transmit diseases harmful to human health such as the Zika virus, West Nile virus, and Lyme disease (European Commission Joint Research Centre 2018).

Changes in temperature, precipitation patterns, extreme weather events, wildfires, and sea-level rise have the potential to threaten transportation and energy infrastructure, crop production, forests and rangelands, and public health (CNRA 2018; OPR et al. 2018). The effects of climate change will also have an indirect adverse impact on the economy as more severe natural disasters cause expensive physical damage to communities and the state.

Additionally, adjusting to the physical changes associated with climate change can produce mental health impacts such as depression and anxiety.

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3.5.3 Environmental Impacts and Mitigation Measures

METHODOLOGY
Short-term construction generated GHG emissions were calculated using the California Emissions Estimator Model (CalEEMod), Version 2022.1.1.20, as recommended by SMAQMD and other air districts in California (CAPCOA 2023). Modeling was based on the number of residential units and square footage of commercial and medical space proposed as part of the project as well as assumptions based on typical construction activities and default values in CalEEMod that are based on the project location and land use types. Construction was assumed to occur throughout the Specific Plan Area beginning in 2024 and ending in 2039.

Operation-related emissions of GHGs were estimated using CalEEMod for the following sources:
area sources (e.g., landscape maintenance equipment), energy use (i.e., electricity consumption), water use, solid waste generated, and mobile sources. Operation-related mobile-source GHG emissions were modeled based on the estimated VMT estimates which were derived from traffic study prepared for the project. Mobile-source emissions were calculated using CalEEMod. Indirect emissions associated with electricity consumption were estimated using GHG emissions factors for SMUD. Electricity demand, wastewater consumption, and waste generation were based on model defaults.

Detailed model assumptions and inputs for these calculations are presented in Appendix B.

THRESHOLDS OF SIGNIFICANCE
The significance criteria used to evaluate project impacts on climate change under CEQA are based on Section 15064 of the CEQA statute and relevant portions of Appendix G of the State CEQA Guidelines, which recommend that a lead agency consider a project’s consistency with relevant, adopted plans and discuss any inconsistencies with applicable regional plans, including plans to reduce GHG emissions.

Implementation of the project would result in a cumulatively considerable contribution to climate change if it would:
• generate GHG emissions, either directly or indirectly, that may have a significant impact on the environment; or
• conflict with an applicable plan, policy, or regulation adopted for the purpose of reducing the emissions of GHGs.

With respect to GHG emissions, the State CEQA Guidelines Section 15064.4(a) states that lead agencies “shall make a good-faith effort, based to the extent possible on scientific and factual data, to describe, calculate or estimate” GHG emissions resulting from a project. The State CEQA Guidelines note that an agency has the discretion to either quantify a project’s GHG emissions or rely on a “qualitative analysis or performance-based standards” (Section 15064.4[a]). A lead agency may use a “model or methodology” to estimate GHG emissions and has the discretion to select the model or methodology it considers “most appropriate to enable decision makers to intelligently take into account the project’s incremental contribution to climate change” (Section 15064.4[c]). The State CEQA Guidelines provide that the lead agency should consider the following when determining the significance of impacts from GHG emissions on the environment (Section 15064.4[b]):

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• The extent a project may increase or reduce GHG emissions as compared to the existing environmental setting.
• Whether the project emissions exceed a threshold of significance that the lead agency determines applies to the project.
• The extent to which the project complies with regulations or requirements adopted to implement a statewide, regional, or local plan for the reduction or mitigation of GHG emissions.

The State CEQA Guidelines Appendix G is a sample Initial Study checklist that includes a number of factual inquiries related to the subject of climate change, as it does on a whole series of environmental topics. Notably, lead agencies are under no obligation to use these inquiries in fashioning thresholds of significance on these subjects, or indeed on any subject addressed in the checklist. (Save Cuyama Valley v. County of Santa Barbara (2013) 213 Cal.App.4th 1059, 1068.) Rather, with few exceptions, “CEQA grants agencies discretion to develop their own thresholds of significance.” (Ibid.) Since California’s legislative mandate to reduce total projected GHG emissions to 1990 levels by the year 2020 has been achieved, the focus is now on reducing emissions 40 percent below 1990 levels by the year 2030 (SB 32), 85 percent below 1990 levels by 2045 (AB 1279), and carbon neutrality by 2045 (AB 1279). To achieve these targets, future development must be planned and implemented in the most GHG-efficient manner possible.

The City adopted a CAAP on February 27, 2024. Projects proposed consistent with the Specific Plan would be required to comply with CAAP. Projects that comply with CAAP are considered to have a less than significant effect on the environment relating to GHG emissions and climate change. The threshold of significance for the Specific Plan is whether individual development projects implemented under the Specific Plan would comply with CAAP, and whether such compliance would result in any cumulatively substantial effects.

ISSUES NOT DISCUSSED FURTHER
All issues pertaining to GHG emissions and climate change are discussed in this analysis.

ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
Impact 3.5-1: Generate GHG Emissions, Either Directly or Indirectly, That May Have a Significant Impact on the Environment
Construction of the project would generate a total of approximately 77,763 MTCO2e over the 15-year construction period while project operations would generate a total of approximately 17,722 MTCO2e/year. This impact would be less than significant with mitigation.

As stated above under “Thresholds of Significance,” Section 15064.4[b] of the State CEQA Guidelines allows lead agencies to utilize GHG reduction plans as a threshold to determine a project’s GHGrelated impacts. Typically, this is done by comparing a project’s design features to the GHG reduction measures included in the GHG reduction plan. Therefore, this analysis compares the project to the GHG reduction measures included in the CAAP.

Additionally, modeling was conducted to estimate the construction and operations-related emissions of GHGs that could occur with implementation of the project. As consistency with the CAAP is the threshold of significance used in this analysis, the emissions estimates in Tables 3.5-2 and 3.5-3 and Greenhouse Gas Emissions and Climate Change Ascent
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associated discussions are provided for informational purposes only. Construction-related activities would generate emissions of GHGs from the operation of off-road equipment, material delivery, worker commute trips, and other miscellaneous activities. Construction activities in the modeling were assumed to occur over 15 years (2024–2039). Project specific data such as total land use type area was used in the modeling. For specific construction assumptions and modeling inputs, refer to Appendix B. Model defaults for construction were used where specific data was not available. Table provides a summary of the projected construction emissions.

Table 3.5-2 Summary of Maximum Construction-Generated Emissions of GHG Emissions from the Project (2024–2039)
Construction Year MTCO2e/year
2024 738
2025 3,092
2026 7,147
2027 7,004
2028 6,871
2029 6,698
2030 6,512
2031 6,353
2032 6,217
2033 6,063
2034 5,926
2035 5,805
2036 5,707
2037 3,018
2038 477
2039 135
Total 77,763
Notes: MTCO2e = metric tons of carbon dioxide equivalent.

Source: Modeling performed by Ascent Environmental in 2023.

Based on the modeling performed for the project, construction of the project would generate a total of approximately 77,763 MTCO2e over the 15-year construction period.

Operation from growth anticipated to occur in the Specific Plan Area through 2004 would result in mobile-source GHG emissions associated with vehicle trips to and from the project site, area-source emissions from the operation of landscape maintenance equipment, energy-source emissions from the utilization of electricity and natural gas, water-related energy consumption associated with water use and the conveyance and treatment of wastewater, and waste-generated emissions from the transport and disposal of solid waste. Error! Reference source not found. provides a summary of the project’s operational emissions by sector. For specific operational assumptions and modeling inputs, refer to Appendix B.

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Table 3.5-3 Operational GHG Emissions Summary
Emissions Sector MTCO2e/year
Mobile Source 13,759
Area Sources 117
Energy Consumption 2,807
Water Consumption and Wastewater Treatment 92
Solid Waste Generation 942
Refrigerants 5
Total Operational GHG Emissions 17,722
Notes: MTCO2e = metric tons of carbon dioxide equivalent. Totals may not sum due to rounding.

Source: Modeling performed by Ascent Environmental in 2023.

Based on the modeling prepared, project operations would generate a total of approximately 17,722 MTCO2e/year.

The City’s CAAP identifies GHG reduction strategies and actions that, when implemented, achieve the City’s overall GHG reduction targets. The CAAP aims to reduce Sacramento’s per capita GHG emissions to 3.63 MTCO2e per person by 2030, equal to 63 percent below 1990 levels, and reduce Sacramento’s per capita GHG emissions to net zero MTCO2e per person by 2045, equal to 100 percent below 1990 levels. In order to be consistent with the CAAP, the project would need to include design features (i.e., features that are included as part of the design of the project) which align with the GHG reduction measures of the CAAP. GHG reduction measures are intended to reduce GHG emissions primarily from the operation of the transportation, built environment, waste, and water sectors. More specifically, GHG reduction measures reduce GHGs by facilitating the implementation of actions such as transportation demand management plans to reduce VMT; EV facilities such as EV charging stations to further the transition from fossil-fuel—powered vehicles to EVs; energy and water efficient utilities is building design; and renewable energy systems such as solar PV generation and battery storage systems. Because the project-level designs are not included in the Specific Plan, the project does not include design features specifically intended to align with the GHG reduction goals and measures of the CAAP. This impact would, therefore, be significant.

Mitigation Measures
Mitigation Measure 3.5-1a: Implement 2040 General Plan Policies • Project Design. The City shall promote the incorporation of new technologies, materials, and design and construction techniques in private development projects that minimize air pollution, noise, excess heat, and other forms of pollution and its impacts. (2040 General Plan Policy ERC-4.3)
• Construction Emissions. The City shall ensure that construction and grading activities minimize short-term impacts to air quality by employing appropriate measures and best practices. Refer to Basic Construction Emissions Control Practices (BMPs) recommended by the Sacramento Metropolitan Air Quality Management District (SMAQMD). (2040 General Plan Policy ERC-4.5) • Regenerative Food System. The City shall encourage regenerative agriculture practices in urban agriculture uses, including carbon-sequestering practices. (2040 General Plan Policy ERC-9.12)
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• Street Classification System. The City shall maintain a street classification system that considers the role of streets as corridors for movement but prioritizes a context-sensitive Complete Streets concept that enables connected, comfortable, and convenient travel for those walking, rolling, and taking transit. (2040 General Plan Policy M-1.1) • User Prioritization. The City shall prioritize mobility, comfort, health, safety, and convenience for those walking, followed by those bicycling and riding transit, ahead of design and operations for those driving. (2040 General Plan Policy M-1.2)
• Walking Facilities. The City shall work to complete the network of tree-shaded sidewalks throughout the city, to the greatest extent feasible, by building new sidewalks and crossings, especially within the high-injury network, in disadvantaged communities, near high-ridership transit stops, and near important destinations, such as schools, parks, and commercial areas.

Walking facilities should incorporate shade trees. (2040 General Plan Policy M-1.14). • Improve Bicycling Connectivity. The City shall plan and seek funding for a continuous, lowstress bikeway network consisting of bicycling-friendly facilities that connect neighborhoods with destinations and activity centers throughout the city. (2040 General Plan Policy M-1.17) Mitigation Measure 3.5-1b: Implement the Greenhouse Gas Emission Reduction Actions of the Climate Action & Adaptation Plan • Future development projects under the Specific Plan shall incorporate GHG emissions reductions measures contained in the Climate Action and Adaptation Plan (CAAP). The CAAP includes the following measures: Eliminate natural gas in new construction (CAAP Measure E-2). • Support infill growth to ensure that 90% of growth is in the established and center/corridor communities and 90% small-lot and attached homes by 2040, consistent with the regional Sustainable Communities Strategy. Project-level VMT should be 15% below (or 85% of) the regional average. (CAAP Policy E-5)
• Improve active transportation infrastructure to achieve 6% active transportation mode share by 2030 and 12% by 2045. (CAAP Policy TR-1)
• Support public transit improvements to achieve 11% public transit mode share by 2030 and maintain through 2045. (CAAP Policy TR-2)
• Achieve zero-emission vehicle adoption rates of 28% for passenger vehicles and 22% for commercial vehicles by 2030 and 100% for all vehicles by 2045. (CAAP Policy TR-3) • Work to reduce organic waste disposal 75% below 2014 levels by 2025. (CAAP Policy W-1) • Reduce water utility emissions (in MT CO2e per million gallon) delivered by 100% by 2030 and maintain that through 2045. (CAAP Policy WW-1)
• Reduce wastewater emissions by 22% by 2030 and 40% by 2045. (CAAP Policy WW-2) • Increase urban tree canopy cover to 25% by 2030 and 35% by 2045. (CAAP Policy CS-1) Significance after Mitigation
Implementation of Mitigation measure 3.5-1a would require compliance with applicable General Plan Policies ERC-4.3, ERC-4.5, ERC-9.12, M-1.1, M-1.2, M-1.14, and M-1.17. Policy ERC-4.3 promotes the incorporation of new technologies, materials, and design and construction techniques to minimize GHG emissions. Policy ERC-4.5 requires that construction and grading activities minimize GHG emissions by Resolution 2024-0065 by employing appropriate mitigation measures and best practices.

Policy ERC-9.12 encourages regenerative agriculture practices, including carbon-sequestering Ascent Greenhouse Gas Emissions and Climate Change
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practices. Policy M-1.1 requires the City to maintain a street classification system that reflects a Complete Streets concept and enables connected, comfortable and convenient travel for those walking, rolling and taking transit. Policy M-1.2 requires the City to prioritize mobility, comfort, health, safety, and convenience for those walking, followed by those bicycling and riding transit, ahead of design and operations for those driving. Policy M-1.14 requires the City to work to complete the network of treeshaded sidewalks throughout the city through development project improvements and grant funding.

Policy M-1.17 requires the City to plan and seek funding for the bikeway network.

Implementation of Mitigation Measure 3.5-1b would require compliance with the City’s CAAP Policies E-2, E-5, TR-1, TR-2, TR-3, W-1, WW-1, WW-2, and CS-1. Policy E-2 would eliminate natural gas in new construction. Notably, as stated in the CAAP (City of Sacramento 2024), On November 29, 2022, City Council adopted a new building electrification ordinance in furtherance of Measure E-2, following a comprehensive stakeholder engagement effort, an educational webinar series, and collaboration to use the ordinance to drive just transition and equity outcomes. After adoption of the new building electrification ordinance, a decision of the United States Court of Appeals for the Ninth Circuit (the “Ninth Circuit”) reversing a United States District Court decision in the California Restaurant Association v. City of Berkeley case made the new building electrification ordinance unenforceable. The Ninth Circuit determined that Berkeley’s new building electrification ordinance was preempted by the federal Energy Policy and Conservation Act (“EPCA”). This decision impacts similar ordinances throughout the Ninth Circuit, including Sacramento’s. Because of this decision, the City will pursue an alternate pathway to implement E-2.1, developing and adopting an ordinance that reduces energy use and GHG emissions in new construction through an EPCA compliant flexible path reach code, requiring newly constructed buildings to exceed the State Building Energy Efficiency Standards.

Policy E-5 supports infill development and requires a reduction of project-level vehicle miles traveled.

Policies TR-1 through TR-3 promote active transportation infrastructure improvements, public transit improvements, and zero-emission vehicles adoption. Policy W-1 requires reduction of organic waste disposal. Policies WW-1 and WW-2 require reduction of water utility and wastewater emissions. Policy CS-1 requires increasing urban tree canopy.

By requiring that individual projects under the proposed Specific Plan implement the General Plan Policies required by Mitigation Measure 3.5-1a and the CAAP policies required in Mitigation Measure

3.5-1b, the project would be considered consistent with both the General Plan and the CAAP.

Projects would be required to comply with the CAAP, or provide alternative analysis demonstrating consistency with the relevant plans as discussed in the 2040 Master EIR.

Implementation of Mitigation Measures 3.5-1a and 3.5-1b would ensure that development of the Specific Plan would comply with the City’s General Plan and CAAP and would ensure that GHG emissions from project operation and construction would be less than significant at both the individual project and cumulative levels.

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3.6 HAZARDS AND HAZARDOUS MATERIALS
This section describes the potential impacts of the Stockton Boulevard Specific Plan related to hazardous materials and public health. The evaluation provided in this section is based, in part, on review of the Sacramento 2040 Technical Background Report and the Stockton Boulevard Corridor Study.

Comments received in response to the Notice of Preparation related to hazards materials and public health include a comment letter from the Department of Toxic Substances Control (DTSC). The letter includes concerns and recommendations regarding groundbreaking activities, work in close proximity to roadways, work in close proximity to mining or suspected or former mining sites, the presence of buildings that may require demolition or modifications, importation of backfill soil, and/or work on or in close proximity to an agricultural or former agricultural site. A copy of the Notice of Preparation along with comments received is included in Appendix A.

3.6.1 Regulatory Setting

FEDERAL
Management of Hazardous Materials
Various federal laws address the proper handling, use, storage, and disposal of hazardous materials, as well as requiring measures to prevent or mitigate injury to health or the environment if such materials are accidentally released. The U.S. Environmental Protection Agency (EPA) is the agency primarily responsible for enforcement and implementation of federal laws and regulations pertaining to hazardous materials. Applicable federal regulations pertaining to hazardous materials are primarily contained in Code of Federal Regulations (CFR) Titles 29, 40, and 49. Hazardous materials, as defined in the Code, are listed in 49 CFR 172.101. Management of hazardous materials is governed by the following laws.
• The Toxic Substances Control Act of 1976 (15 U.S. Code [USC] Section 2601 et seq.) regulates the manufacturing, inventory, and disposition of industrial chemicals, including hazardous materials. Section 403 of the Toxic Substances Control Act establishes standards for leadbased paint hazards in paint, dust, and soil. • The Resource Conservation and Recovery Act of 1976 (42 USC 6901 et seq.) is the law under which EPA regulates hazardous waste from the time the waste is generated until its final disposal (“cradle to grave”).
• The Comprehensive Environmental Response, Compensation, and Liability Act of 1980 (also called the Superfund Act or CERCLA) (42 USC 9601 et seq.) gives EPA authority to seek out parties responsible for releases of hazardous substances and ensure their cooperation in site remediation.
• The Superfund Amendments and Reauthorization Act of 1986 (Public Law 99-499; USC Title 42, Chapter 116), also known as SARA Title III or the Emergency Planning and Community Right-to-Know Act of 1986 (EPCRA), imposes hazardous materials planning requirements to help protect local communities in the event of accidental release. • The Spill Prevention, Control, and Countermeasure (SPCC) rule includes requirements for oil spill prevention, preparedness, and response to prevent oil discharges to navigable waters and adjoining shorelines. The rule requires specific facilities to prepare, amend, and implement Hazards and Hazardous Materials Ascent
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SPCC Plans. The SPCC rule is part of the Oil Pollution Prevention regulation, which also includes the Facility Response Plan rule.

Transport of Hazardous Materials
The US Department of Transportation regulates transport of hazardous materials between states and is responsible for protecting the public from dangers associated with such transport. The federal hazardous materials transportation law, 49 USC 5101 et seq. (formerly the Hazardous Materials Transportation Act 49 USC 1801 et seq.) is the basic statute regulating transport of hazardous materials in the US. Hazardous materials transport regulations are enforced by the Federal Highway Administration, the US Coast Guard, the Federal Railroad Administration, and the Federal Aviation Administration.

Worker Safety
The federal Occupational Safety and Health Administration (OSHA) is the agency responsible for assuring worker safety in the handling and use of chemicals identified in the Occupational Safety and Health Act of 1970 (Public Law 91-596, 9 USC 651 et seq.). OSHA has adopted numerous regulations pertaining to worker safety, contained in CFR Title 29. These regulations set standards for safe workplaces and work practices, including standards relating to the handling of hazardous materials and those required for excavation and trenching.

Uniform Fire Code
The Uniform Fire Code (UFC) contains regulations relating to construction and maintenance of buildings and the use of premises. Topics addressed in the code include fire department access, fire hydrants, automatic sprinkler systems, fire alarm systems, fire and explosion hazards safety, hazardous materials storage and use, provisions intended to protect and assist fire responders, industrial processes, and many other general and specialized fire-safety requirements for new and existing buildings and premises.

The code contains specialized technical regulations related to fire and life safety.

STATE
Management of Hazardous Materials
In California, both federal and state community right-to-know laws are coordinated through the Governor’s Office of Emergency Services. The federal law, SARA Title III or EPCRA, described above, encourages and supports emergency planning efforts at the state and local levels and to provide local governments and the public with information about potential chemical hazards in their communities.

Because of the community right-to-know laws, information is collected from facilities that handle (e.g., produce, use, store) hazardous materials above certain quantities. The provisions of EPCRA apply to four major categories:
• emergency planning,
• emergency release notification,
• reporting of hazardous chemical storage, and
• inventory of toxic chemical releases.

The corresponding state law is Chapter 6.95 of the California Health and Safety Code (Hazardous Materials Release Response Plans and Inventory). Under this law, qualifying businesses are required to prepare a Hazardous Materials Business Plan, which would include hazardous materials and hazardous Ascent Hazards and Hazardous Materials
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waste management procedures and emergency response procedures, including emergency spill cleanup supplies and equipment. At such time as the applicant begins to use hazardous materials at levels that reach applicable state and/or federal thresholds, the plan is submitted to the administering agency.

DTSC, a division of the California Environmental Protection Agency, has primary regulatory responsibility over hazardous materials in California, working in conjunction with EPA to enforce and implement hazardous materials laws and regulations. As required by Section 65962.5 of the California Government Code, DTSC maintains a hazardous waste and substances site list for the state, known as the Cortese List. Individual regional water quality control boards (RWQCBs) are the lead agencies responsible for identifying, monitoring, and cleaning up leaking underground storage tanks (USTs). The Central Valley RWQCB has jurisdiction over the Specific Plan Area.

California Code of Regulations
State regulations applicable to hazardous materials are contained in the CCR. Title 22 and 26 of the CCR pertain to hazardous materials and the management of hazardous materials. Title 8 contains Construction Safety Orders pertaining to hazardous materials, including lead. In addition to Construction Safety Order 1532.1 from Title 8 of the CCR, lead-based paint exposure guidelines are provided by the Housing and Urban Development Department. In California, lead based paint abatement must be performed and monitored by contractors with appropriate certification from the California Department of Health Services. Along with the DTSC, the RWQCB is responsible for implementing regulations pertaining to management of soil and groundwater investigation and cleanup.

RWQCB regulations are contained in Title 27 of the CCR.

The California Accidental Release Prevention Program (CalARP; CCR Title 19, Division 2, Chapter 4.5) covers certain businesses that store or handle more than a specified volume of regulated substances at their facilities. The CalARP program regulations became effective on January 1, 1997, and include the provisions of the federal Accidental Release Prevention program (Title 40, CFR Part 68), with certain additions specific to the state pursuant to Article 2, Chapter 6.95, of the Health and Safety Code. The list of regulated substances is found in Article 8, Section 2770.5 of the CalARP program regulations.

Businesses that use a regulated substance above the noted threshold quantity must implement an accidental release prevention program, and some may be required to complete a risk management plan (RMP). An RMP is a detailed engineering analysis of the potential accident factors present at a business and the mitigation measures that can be implemented to reduce this accident potential. The purpose of an RMP is to decrease the risk of an off-site release of a regulated substance that might harm the surrounding environment and community. An RMP includes the following components: safety information, hazard review, operating procedures, training, maintenance, compliance audits, and incident investigation. The RMP must consider the proximity to sensitive populations located in schools, residential areas, general acute care hospitals, long-term health care facilities, and child daycare facilities, as well as external events such as seismic activity.

Transport of Hazardous Materials and Hazardous Materials Emergency Response Plan The State of California has adopted US Department of Transportation regulations for the movement of hazardous materials originating within the state and passing through the state; state regulations are contained in Title 26 of the California Code of Regulations (CCR). State agencies with primary responsibility for enforcing state regulations and responding to hazardous materials transportation emergencies are the California Highway Patrol and the California Department of Transportation (Caltrans). Together, these agencies determine container types used and license hazardous waste haulers to transport hazardous waste on public roads.

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California has developed an emergency response plan to coordinate emergency services provided by federal, state, and local governments and private agencies. Response to hazardous materials incidents is one part of the plan. The plan is managed by the Governor’s Office of Emergency Services, which coordinates the responses of other agencies in the project area.

Management of Construction Activities
Through the Porter-Cologne Water Quality Act and the National Pollution Discharge Elimination System (NPDES) program, RWQCBs have the authority to require proper management of hazardous materials during project construction.

The State Water Board adopted the statewide NPDES General Permit in August 1999. The state requires that projects disturbing more than 1 acre of land during construction file a Notice of Intent with the RWQCB to be covered under this permit. Construction activities subject to the General Permit include clearing, grading, stockpiling, and excavation. Dischargers are required to eliminate or reduce non-stormwater discharges to storm sewer systems and other waters. A stormwater pollution prevention plan (SWPPP) must be developed and implemented for each site covered by the permit.

The SWPPP must include best management plans (BMPs) designed to prevent construction pollutants from contacting stormwater and keep products of erosion from moving off‐site into receiving waters throughout the construction and life of the project; the BMPs must address source control and, if necessary, pollutant control.

Worker Safety
The California Occupational Safety and Health Administration (Cal/OSHA) assumes primary responsibility for developing and enforcing workplace safety regulations within the state. Cal/OSHA standards are typically more stringent than federal OSHA regulations and are presented in Title 8 of the CCR. Cal/OSHA conducts onsite evaluations and issues notices of violation to enforce necessary improvements to health and safety practices.

Title 8 of the CCR also includes regulations that provide for worker safety when blasting and explosives are utilized during construction activities. These regulations identify licensing, safety, storage, and transportation requirements related to the use of explosives in construction.

California Excavation Manual
Underground Service Alert of Northern California and Nevada (USA North 811) provides free and effective damage prevention service that protects citizens, communities, environment, essential public services, and underground facilities in California. The California Excavation Manual includes guidance and recommendations to ensure safe excavation.

California Fire Code
The California Fire Code is Part 9 of the CCR, Title 24, also referred to as the California Building Standards Code. The California Fire Code incorporates the UFC with necessary California amendments. It prescribes regulations consistent with nationally recognized good practices for the safeguarding to a reasonable degree of life and property from the hazards of fire, explosion, and dangerous conditions arising from the storage, handling, and use of hazardous materials and devices and from conditions hazardous to life or property in the use or occupancy of buildings or premises and provisions to assist emergency response personnel.

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LOCAL
Sacramento County Environmental Management Department, Hazardous Materials Division The Hazardous Materials Division of the Sacramento County Environmental Management Department (EMD) is the designated Certified United Program Agency for the City of Sacramento and Sacramento County and is responsible for implementing six statewide environmental programs for Sacramento County, including:
• Underground storage tanks of hazardous substances;
• HMBP requirements;
• Hazardous Waste Generator requirements;
• California Accidental Release Prevention program;
• UFC hazardous materials management plan; and
• Above Ground Storage Tanks (Spill Prevention Control and Countermeasures Plan).

City of Sacramento General Plan
The 2040 City of Sacramento General Plan is the City’s policy guide for future development.

Emergency Response
California has developed an emergency response plan to coordinate emergency services provided by federal, state, and local government and private agencies. Responding to hazardous materials incidents is one part of this plan. Sacramento County has adopted the Area Plan for Emergency Response to Hazardous Materials Incidences in Sacramento County, which is administered by the EMD (Sacramento County 2012). The area plan outlines the procedures that County regulatory and response agencies will use to coordinate management, monitoring, containment, and removal of hazardous materials in the event of an accidental release. The area plan also provides guidance for coordinating the responses of other agencies, including the DTSC, CHP, California Department of Fish and Wildlife (CDFW), RWQCB, and local fire departments.

The City implements and follows the area plan. The City's Office of Emergency Management is responsible for ensuring that the City's emergency response plans are up-to-date and implemented properly. The Office of Emergency Management also facilitates cooperation between City departments and other local, state, and federal agencies that would be involved in emergency response operations.

The Office of Emergency Management will facilitate coordination and communication between other government agencies during a hazardous waste emergency.

Sacramento County Well Ordinance
Chapter 6.28 of the Sacramento County Code is intended to protect the health, safety, and general welfare of the people by ensuring that the groundwater in the county is not polluted or contaminated by improper well construction, modification, repair, or abandonment. The ordinance prohibits digging, boring, drilling, deepening, modifying, repairing or destroying a well without receiving a permit to do so from the EMD.

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Sacramento City Code
Chapter 8.64 Hazardous Materials Disclosure
The system of disclosure set forth in this chapter provides the information essential to firefighters, health officials, planners, elected officials and residents in meeting their responsibilities for the health and welfare of the community in such a way that the statutory privilege of trade secrecy is not abridged.

Section 8.644.040 of the city code requires that any person who uses or handles a hazardous material must annually submit a completed disclosure form.

Chapter 12.20 Closure of Primary Streets for Construction This chapter prohibits work that will obstruct vehicular or pedestrian traffic on a city street, except when performing emergency repairs, unless a traffic control plan has been approved by the City of Sacramento director of public works or utilities departments. The traffic control plan must include the location of areas where the public right-of-way will be closed or obstructed, the placement of traffic control devices, and the time periods when the traffic control will be in effect.

Chapter 15.36 Fire Code Adopted
This chapter, also known as the “fire prevention code,” generally adopts the UFC with deletions, amendments, and additions, as appropriate.

Section 8.100.630 Fire Hazard
Listed under Chapter 8.100 (Housing Code), this section provides minimum requirements for the protection of life, limb, health, property, safety, and welfare of the general public and the owners and occupants of residential buildings, this section defines fire hazards. Specifically, “any building or portion thereof, device, apparatus, equipment, combustible waste, or vegetation which, in the opinion of the city fire marshal or his or her deputy, is in such a condition as to cause a fire or explosion or provide a ready fuel to augment the spread and intensity of fire or explosion arising from any cause, shall be deemed to be a fire hazard.”

3.6.2 Environmental Setting
For purposes of this section, the term “hazardous materials” refers to both hazardous substances and hazardous wastes. A “hazardous material” is defined in the CFR as “a substance or material that … is capable of posing an unreasonable risk to health, safety, and property when transported in commerce” (49 CFR 171.8). California Health and Safety Code Section 25501 defines a hazardous material as follows:
“Hazardous material” means any material that, because of its quantity, concentration, or physical, or chemical characteristics, poses a significant present or potential hazard to human health and safety or to the environment if released into the workplace or the environment. “Hazardous materials” include, but are not limited to, hazardous substances, hazardous waste, and any material which a handler or the administering agency has a reasonable basis for believing that it would be injurious to the health and safety of persons or harmful to the environment if released into the workplace or the environment. “Hazardous wastes” are defined in California Health and Safety Code Section 25141(b) as wastes that:
because of their quantity, concentration, or physical, chemical, or infectious 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.

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CCR Title 22 categorizes hazardous waste into hazard classes according to specific characteristics of ignitibility, corrosivity, reactivity, or toxicity. Hazardous waste with any of these characteristics is also known as a Resource Conservation and Recovery Act (RCRA) waste.

There are several categories of hazardous materials and hazardous wastes that could be found on any given property based on past uses. Some common examples include agrichemicals (chlorinated herbicides, organophosphate pesticides, and organochlorine pesticides, such as such as Mecoprop (MCPP), Dinoseb, chlordane, dichloro-diphenyltrichloroethane (DDT), and dichlorodiphenyldichloroethylene (DDE), petroleum-based products (oil, gasoline, diesel fuel), a variety of chemicals including paints, cleaners, and solvents, and asbestos-containing or lead-containing materials (e.g., paint, sealants, pipe solder).

Historical Use Information
Historical use information was reviewed to understand the history of previous uses within the Specific Plan Area and surrounding lands so as to evaluate the Specific Plan Area and adjoining properties for evidence of environmental concerns. Standard historical sources reviewed during the preparation of this report included the following references, as available.

EnviroStor Data Management System
DTSC maintains the EnviroStor Data Management System, which provides information on hazardous waste facilities (both permitted and corrective action), as well as any available site cleanup information.

There is one inactive site listed in the database within the Specific Plan Area (Table 3.6-1). This database contains the “Cortese List” (a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5).

Table 3.6-1 DTSC Known Hazardous Material Release Sites within the Specific Plan Area Site Location Type Status
Sacramento County Primary Health 4600 Broadway Military Evaluation Site Inactive Source: DTSC EnviroStar Data Management System (2023)
GeoTracker
GeoTracker provides online access to environmental data and is the interface to the Geographic Environmental Information Management System, a data warehouse which tracks regulatory data about underground fuel tanks, fuel pipelines, and public drinking water supplies. GeoTracker has replaced past databases, such as the Leaking Underground Storage Tank Information System and the UST database.

Table 3.6-2 displays the known hazardous material sites located within the Specific Plan Area with a description of the type, status, and address. As shown, the sites are designated as completed; case closed, open; site assessment, and open; remediation.

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Table 3.6-2 GeoTracker Known Hazardous Material Release Sites within the Specific Plan Area Site Location Type Status
Savarino Trust Property 1876 Stockton Blvd SWRCB Cleanup Program Site Open - Remediation
A-1 Transmission 5889 Stockton Blvd SWRCB LUST Cleanup Site Completed - Case Closed
Caltrans Headquarters Equipment Shop
(Carbon Tetrachloride) 3400 R Street SWRCB Cleanup Program Site Open - Verification
Monitoring
Capital City Used Auto Sales 4801 Stockton Blvd SWRCB LUST Cleanup Site Open - Site Assessment Muzio Bakery 1708 34th Street SWRCB LUST Cleanup Site Completed - Case Closed
Rotten Robbie #60 4991 Stockton Blvd SWRCB LUST Cleanup Site Completed - Case Closed
American Gas 4991 Stockton Blvd SWRCB LUST Cleanup Site Completed - Case Closed
Magic Cleaners 5829 Stockton Blvd SWRCB Cleanup Program Site Open - Site Assessment
Exxon #7-0130 5597 Stockton Blvd SWRCB LUST Cleanup Site Completed - Case Closed
3400 Stockton Blvd Property 3400 & 3406 Stockton Blvd SWRCB LUST Cleanup Site Completed - Case Closed
Sacramento Medical Foundation Blood
Center 1625 Stockton Blvd SWRCB LUST Cleanup Site Completed - Case Closed Mercy Housing California 105 LP 4995 Stockton Blvd SWRCB Cleanup Program Site
Open - Assessment &
Interim Remedial Action
Caltrans Equipment Shop 3400 R Street SWRCB LUST Cleanup Site Completed - Case Closed
Carousel Cleaners 5019 Stockton Blvd SWRCB Cleanup Program Site Open - Site Assessment
UC Davis Medical Center 2315 Stockton Blvd SWRCB LUST Cleanup Site Completed - Case Closed
Fruitridge-Stockton PCE Plume Fruitridge Road and Stockton Boulevard
SWRCB Cleanup Program
Site Open - Site Assessment
Shell 6400 Stockton Blvd SWRCB LUST Cleanup Site Completed - Case Closed
First Call 1765 35th Street SWRCB LUST Cleanup Site Completed - Case Closed
Caltrans 3400 R Street SWRCB LUST Cleanup Site Completed - Case Closed
Mercy Housing California 105 LP -
Legacy 4995 Stockton Boulevard SWRCB Cleanup Program Site Open - Assessment &
Interim Remedial Action
CalTrans Equipment Headquarters 34TH Street SWRCB Cleanup Program Site
Completed - Case
Closed
General Cleaners 6019 Stockton Boulevard SWRCB Cleanup Program Site Open - Site Assessment
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Site Location Type Status
3400 Stockton Blvd Property 3400 & 3406 Stockton Blvd SWRCB Cleanup Program Site Open - Site Assessment
Arco #2117 5399 Fruitridge Drive SWRCB LUST Cleanup Site Completed - Case Closed
Oak Park (Sac Housing &
Redevelopment)
2978 Stockton Blvd SWRCB LUST Cleanup Site Completed - Case Closed
Former Inflation Tires 3341 Stockton Blvd SWRCB LUST Cleanup Site Open - Site Assessment Fahn Family Trust Property 3310 P Street SWRCB LUST Cleanup Site Open - Site Assessment Pep Boys 5895 Stockton Blvd SWRCB LUST Cleanup Site Completed - Case Closed
Shell Case #2 6400 Stockton Blvd SWRCB LUST Cleanup Site Completed - Case Closed
Thang Garage 6060 Stockton Blvd SWRCB LUST Cleanup Site Completed - Case Closed
Stop and Shop 3907 Stockton Blvd SWRCB LUST Cleanup Site Completed - Case Closed
Sacramento Skills Center 2751 Stockton Blvd SWRCB LUST Cleanup Site Completed - Case Closed
3401 Stockton Blvd Property 3401 Stockton Blvd SWRCB LUST Cleanup Site Completed - Case Closed
Source: State Water Resources Control Board GeoTracker (2023).

Airports
The Sacramento Executive Airport is the nearest public airport to the Specific Plan Area and is located at 6151 Freeport Boulevard, approximately 3 miles west of the Specific Plan Area. The Specific Plan Area is not located within the height, noise, or safety restriction areas outlined in the Sacramento Executive Airport Comprehensive Land Use Plan (SACOG 1999).

Schools
The Sacramento City Unified School District (SCUSD) is the primary provider of school services within the city. The Specific Plan Area is served by the SCUSD. The SCUSD includes elementary schools, middle schools, high schools, charter schools, and adult education. The SCUSD served approximately 43,066 students in the 2022-2023 school year (CDE 2023). Public schools within 1/4 mile of the Specific Plan Area are summarized in Table 3.6-3.

Table 3.6-3 Schools in the Vicinity of the Specific Plan Area School Name Location Grade Levels
Success Academy 6829 Stockton Blvd 380-C 4-8
Mark Twain Elementary School 4914 58th Street K-6
Peter Burnett Elementary School 6032 36th Avenue K-6
West Campus High School 5022 58th Street 9-12
Source: SCUSD 2023.

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Transportation of Hazardous Materials
The nearest roadways and transportation routes approved for the transportation of explosives, poisonous inhalation hazards, and radioactive materials in the city are State Route (SR) 99 and US Route 50 (Federal Motor Carrier Safety Administration 2023).

Wildfire Hazards
No part of the Plan Area is located within or near a State Responsibility Area (SRA). The Specific Plan Area is located within a Local Responsibility Area (LRA). There are no very high fire hazard severity zones (VHFHSZ) located within or near the Specific Plan Area (CAL FIRE 2023).

3.6.3 Environmental Impacts and Mitigation Measures

METHODOLOGY
The following reports and data sources document potential hazardous conditions in the Specific Plan Area and were reviewed for this analysis:
• Cortese List Data Resources;
• EnviroStor Data Management System;
• City of Sacramento General Plan and Climate Action Plan 2040; • Sacramento Municipal Code; and
• GeoTracker
The impact analysis involved a review of applicable law, plans and policies, regulations, and database searches to identify the existing environmental setting and requirements pertaining to construction and operation related hazards and hazardous materials. Existing on-site hazardous materials and the potential for other safety or hazardous conditions were reviewed based on publicly available hazard and hazardous materials information. The impact analysis considered potential changes in the nature, extent, and presence of hazardous conditions with the implementation of the proposed plan that would create a significant hazard to the public or environment.

THRESHOLDS OF SIGNIFICANCE
An impact related to hazards and hazardous materials is considered significant if implementation of the Specific Plan would do any of the following:
• create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials;
• 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;
• emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school; Ascent Hazards and Hazardous Materials
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• 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;
• 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; • impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan;
• expose people or structures, either directly or indirectly, to a significant risk of loss, injury or death from wildland fires;

ISSUES NOT DISCUSSED FURTHER
Airport Safety Hazards
The Specific Plan Area is not located within 2 miles of an airport or within a height, noise, or safety restriction area identified in a land use compatibility plan. As a result, no potential impacts related to safety hazards or excessive airport-related noise are anticipated. Therefore, this issue is not addressed further as part of this EIR.

Wildland Fires
The Specific Plan Area is also highly developed and is not located within or near a very high or high fire hazard severity zone identified in a state or local responsibility area (CAL FIRE 2023). As such, the project would not result in impacts related to wildland fire risk and this issue is also not discussed further.

ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
Impact 3.6-1: Create a Significant Hazard to the Public or the Environment through the Routine Transport, Use, or Disposal of Hazardous Materials or through the Reasonably Foreseeable Upset and Accident Conditions Involving the Release of Hazardous Materials into the Environment Construction and operation of development under the proposed Specific Plan would involve the use, storage, and transport of hazardous materials. Overall, such hazardous materials and activities would be typical for the types of projects that would be developed under the Specific Plan, and would occur in compliance with local, state, and federal regulations, which would minimize but not eliminate the potential for upset or accident conditions. Site-specific studies for future projects under the plan could reveal as-yet unknown environmental conditions during construction or operation. The impact to the public and the environment from exposure to these unknown hazardous materials and other hazards during construction, and/or from accidental release of hazardous materials during the routine transport, use, or disposal of hazardous materials would be potentially significant. Implementation of Mitigation Measure 3.6-1 and compliance with federal, state, and local regulations would reduce potential impacts associated with the routine transport, use, and disposal of hazardous materials and reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment. This impact would be less than significant with mitigation.

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location, the quantity and nature of the substance released, and the mechanism of release. In the event of an accidental release of hazardous materials/substances, emergency response measures must be implemented to address potential risks and ensure the protection of human health and the natural environment. There are sensitive receptors located throughout the Specific Plan Area and four schools are located within 1/4 mile of the Specific Plan Area (see Table 3.5-3).

Construction Activities
Construction activities would occur through indirect implementation of the proposed Specific Plan.

Construction equipment and materials would likely require the use of petroleum-based products (oil, gasoline, diesel fuel), and a variety of chemicals including paints, cleaners, and solvents. The use of these materials at a construction site could pose a risk of release into the environment if not properly handled, stored, and transported.

Properties within the Specific Plan Area could have residual soil (and potentially groundwater) contamination that may require remediation, and potentially hazardous building materials (e.g., asbestos containing materials, lead-based paint) could be encountered during demolition of existing structures to accommodate new development. As identified in Table 3.6-2 above, there are 12 sites in the Specific Plan Area that are under active investigation or remediation. There is also the potential for other sites to be contaminated or have a history of hazardous materials being used as part of previous or current operations. A release into the environment could pose significant impacts to the health and welfare of people and wildlife and could result in contamination of water (groundwater or surface water), habitat, and other important resources.

Future development under the proposed plan could involve the transport, use, and disposal of hazardous materials associated with construction and/or remediation activities. Use, storage, and transport of hazardous materials and any potential remediation activities would be subject to existing federal, state, and local regulations. CHP and Caltrans regulate transport of hazardous materials.

BMPs and other measures would be identified and implemented as part of the SWPPP to prevent, contain, or clean-up any released hazardous materials.

Operational Activities
During operation of projects under the Specific Plan, the storage, use, and disposal of hazardous materials would be associated with industrial and, to a lesser degree, commercial, and residential uses.

Hazardous materials such as cleaners, paint, landscape maintenance chemicals, and hazardous materials similar to those used during construction could also be used periodically as part of operation, maintenance, and repair of facilities and infrastructure. Facilities that would use hazardous materials on site would be required to obtain any required permits and comply with appropriate regulatory agency standards designed to ensure proper use and storage and avoid hazardous materials releases.

Chemicals used for landscape maintenance, such as fertilizers and pesticides, would be used in limited quantities in accordance with instructions provided by the manufacturer. Pursuant to the State of California Hazardous Materials Release Response Plans and Inventory Law of 1985 (Business Plan Act, California Health and Safety Code, Division 20, Chapter 6.95, Article 1), operators of commercial and industrial facilities would be required to prepare and implement a Hazardous Materials Business Plan and inventory of hazardous materials, if inventory would exceed threshold quantities, or include extremely hazardous substances. The Hazardous Materials Business Plan would be prepared before occupancy of subject buildings and would include:
• an inventory of hazardous materials handled,
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• an emergency response plan, and
• provisions for employee training in safety and emergency response procedures.

Major transportation corridors including US Route 50 traverse the Specific Plan Area. All classes of hazardous materials (except for some high-level radioactive materials, poisons, and explosives, unless a Hazardous Materials Safety Permit is obtained) are legally permitted to be transported on US Route 50 and major roadways both adjacent to and within the Specific Plan Area. An accident involving release of hazardous materials along highways is possible in Sacramento, as it is in any jurisdiction through which they pass. The Specific Plan would meet the requirements of Section 31303 of the California Vehicle Code, in accordance with Title 49 of the U.S. Code, Section 5101 et seq., to protect against the risks to life, property, and the environment that are inherent in the transportation of hazardous materials.

Sacramento County’s Area Plan for Emergency Response to Hazardous Materials Incidences provide details unified guidance for mitigation of hazard events and a coordinated response with surrounding jurisdictions in the event of an emergency related to hazards. As described in the “Regulatory Setting” section, EPA and either DTSC or CVRWQCB would manage the regulation of hazardous materials handling and disposal. These federal and state agencies create and enforce the standards for the handling, storage, and spill response requirements of all hazardous materials. Development projects proposed in the Specific Plan Area would be required to comply with applicable Municipal Code ordinances and implemented BMPs to reduce the impacts to the public and the environment from exposure of hazardous materials during operational activities through the routine transport, use, or disposal of hazardous materials.

Conclusion
Compliance with federal, state, and local regulations, including implementation of associated BMPs, would minimize but not eliminate the risk of a spill or accidental release of hazardous materials during construction of development pursuant to the Specific Plan. The impact on the public and the environment from exposure to hazardous materials and other hazards during construction and operation would be potentially significant.

Mitigation Measures
Mitigation Measure 3.6-1: Conduct a Phase I ESA
Prior to the issuance of a grading permit, project applicants for all future development projects within the Specific Plan Area shall complete a Phase I ESA (performed in accordance with the current ASTM Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment Process [E 1527]) for each individual property prior to development or redevelopment to ascertain the presence or absence of Recognized Environmental Conditions (RECs), Historical Recognized Environmental Condition (HRECs), and Potential Environmental Concerns (PECs). The findings and conclusions of the Phase I ESA shall become the basis for potential recommendations for follow-up investigation, if found to be warranted.

Significance after Mitigation
Development projects implemented under the Specific Plan would be required to implement Mitigation Measure 3.6-1, which requires a Phase I environmental site assessment, and other remediation activities appropriate to the site based on the conclusions and recommendations of the Phase I report, including surveys and assessments, cleanup plans, programs, and activities, as applicable.

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regulations would reduce potential impacts associated with the routine transport, use, and disposal of hazardous materials and reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment to a less-than-significant level. This impact would be less than significant with mitigation.

Impact 3.6-2: Emit Hazardous Emissions or Handle Hazardous or Acutely Hazardous Materials, Substances, or Waste within 0.25 Mile of an Existing or Proposed School Several schools are located in the vicinity of the Specific Plan Area. Although the nature and location of specific developments under the proposed Specific Plan are yet unknown, it is likely they would result in the routine transport, use, and storage of hazardous materials during construction and operation.

Development under the proposed Specific Plan has the potential to result in the routine transport, use, or disposal of hazardous materials, as described under Impact 3.5-1. Four schools are located within 1/4 mile of the Specific Plan Area (see Table 3.5-3).

The Specific Plan intends to attract and facilitate infill development in the Specific Plan Area. Key aspects of the Specific Plan would include maintaining an affordable and stable housing stock and preventing residential displacement; building a mix of residential dwelling types, including units for families, unhoused neighbors, seniors, the workforce population, people with disabilities, and those formerly incarcerated; creating better walking and bicycle connections (including “complete streets”) and bus services that provide safer and more comfortable access to schools, jobs, grocery stores, health care, and other destinations during the day and night; and enhancing the mix of local-serving businesses and public spaces that provide culturally relevant services, art, recreation, and entertainment in the community.

As discussed in Impact 3.5-1, construction and operation of such development in the Specific Plan Area would result in the transport, use, storage, and disposal of hazardous materials. Any such handling of hazardous materials, even with compliance with existing laws, regulations, and manufacturer’s specifications for handling and storage, can pose a risk of release to the environment and human exposure, and children are more vulnerable than adults to exposure to hazardous materials. Projects proposed in the Specific Plan Area would be required to comply with applicable federal, State, and local regulations, which would reduce the potential for hazardous emissions or inappropriate handling of hazardous or acutely hazardous materials, substances, or waste. However, as described in Impact 3.5- 1, compliance with federal, state, and local regulations and City policies would minimize but not eliminate the risk of a spill or accidental release of hazardous materials during construction and operation of development pursuant to the plan. The potential for hazardous emissions or handling of hazardous or acutely hazardous materials, substances, or waste within 0.25 mile of an existing or proposed school would be potentially significant.

Mitigation Measures
Implementation of Mitigation Measures 3.5-1a through 3.5-1f as detailed under Impact 3.5-1 above would be required.

Significance after Mitigation
The proposed plan would be required to implement Mitigation Measures 3.5-1a through 3.9-5f, detailed under Impact 3.5-1. Implementation of Mitigation Measures 3.5-1a through 3.5-1f, as well as Ascent Hazards and Hazardous Materials
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compliance with federal, state, and local regulations, would reduce potential impacts associated with emitting hazardous emissions or handling hazardous or acutely hazardous materials, substances, or waste within 0.25 mile of an existing or proposed school. With the incorporation of Mitigation Measures

3.5-1a through 3.5-1i, impacts would be reduced to a less-than-significant level.

Impact 3.6-3: Result in Significant Hazards to the Public or Environment due to Development on a Site which is Included on a List of Hazardous Materials Sites The Plan Area contains several hazardous materials sites that are listed in the Geographic Environmental Information Management System’s GeoTracker and DTSC EnviroStor databases.

Potential future development under the plan could be located on one or more of these sites, which could increase risk of exposure to hazardous materials associated with existing contamination.

As summarized in the “Environmental Setting,” there are properties within the Specific Plan Area that are known to have contaminated groundwater, aquifers, and soils. Substances identified on these properties include various metals, PCBs, VOCs, pesticides, and other chemicals. For most of these properties, soil and/or water testing has been performed and documented in accordance with regulatory requirements and with agency oversight. Applicable federal, state, and local regulations require sites contaminated with hazardous materials to be remediated.

For many of these sites, remedial action programs to mitigate potential impacts are recommended, planned, ongoing, or complete. Remediation programs are designed to clean up sites such that residual contamination is below specific numerical concentrations corresponding to acceptable human health risk thresholds for chemical contaminants of concern. The cleanup process also would be subject to case-by-case considerations, with regulatory actions and oversight subject to agency-owner interactions and negotiations. Thus, development can proceed only after appropriate property remediation has occurred and the regulatory agency with jurisdictional oversight has affirmed the site is cleaned up to safe levels. Soils, groundwater, and/or property decontamination and remediation are managed for each individual property with residual contamination in accordance with applicable federal, state (e.g., RWQCB and DTSC), and local (e.g., SCEMD) procedures, protocols, and standards. This impact would be less than significant because the existing federal, state, and local regulatory oversight mechanisms would adequately address the potential for significant hazards.

Mitigation Measures
No mitigation measures are required.

Impact 3.6-4: Impair Implementation of or Physically Interfere with an Emergency Response Plan or Emergency Evacuation Area
The City’s Office of Emergency Services is responsible for ensuring that Sacramento's emergency response plans are up-to-date and implemented properly and communicating with other agencies for emergency response operations. Sacramento County’s Area Plan for Emergency Response to Hazardous Materials Incidences provides detailed guidance for mitigating hazard events and ensures a coordinated response provided in cooperation with the City’s departments and other local, state, and federal agencies. The City of Sacramento implements and follows this plan.

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not be impaired. However, construction activities associated with future development within the Specific Plan Area would involve truck traffic and temporary land/shoulder closures in work zones that could result in temporary land closures on certain roads, increased traffic, and other roadway conditions that could interfere with or slow down emergency vehicle access and services. With the implementation of Mitigation Measure 3.6-4, the risk of interference with emergency vehicle access during construction in the Specific Plan Area would be minimized by requiring all construction work to adhere to the construction traffic management plan. This impact would be less than significant with mitigation.

The Specific Plan intends to attract and facilitate infill development in the Specific Plan Area.

Sacramento County’s Area Plan for Emergency Response to Hazardous Materials Incidences provides detailed and unified guidance for mitigation of hazard events and a coordinated response with surrounding jurisdictions in the event of an emergency related to hazards. All new development within the City is subject to review and approval by the City of Sacramento Public Works Department, the City of Sacramento Fire Department, and City of Sacramento Police Department to ensure compliance with the County’s Area Plan for Emergency Response to Hazardous Materials Incidences. Compliance with existing regulations and the City’s review process ensure that operation of future development within the Specific Plan Area would not impair implementation of or physically interfere with adopted emergency response plans or emergency evacuation plans. However, construction within the Specific Plan Area during implementation of the proposed plan could result in temporary lane closures on certain roads, increased traffic, and other roadway conditions that could interfere with or slow down emergency vehicle access and services. This impact would be potentially significant.

Mitigation Measures
Mitigation Measure 3.6-4: Prepare and enforce a Construction Traffic Management Plan Prior to issuance of grading permits, the applicant shall submit to the City for review and approval a Construction Traffic Management Plan to minimize traffic impacts on all roadways at and near the work site affected by construction activities. The plan shall include construction and public (if applicable) access points, procedures for notification of road closures, construction materials delivery plan, a description of emergency personnel access routes during road closures, this plan shall ensure adequate access for emergency responders.

Significance after Mitigation
With the implementation of Mitigation Measure 3.6-4, the risk of interference with emergency vehicle access during construction in the Specific Plan Area would be minimized by requiring all construction work to adhere to the construction traffic management plan. The specified elements outlined in this mitigation measure would ensure that construction in the Specific Plan Area would not cause substantial interference or impairment with an adopted emergency response plan or emergency evacuation plan. This impact would be less than significant with mitigation.

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CUMULATIVE IMPACTS
Impact 3.6-5: Potential for the Implementation of the Stockton Boulevard Specific Plan, in Combination with Other Development, to Contribute to a Significant Cumulative Impact to Hazards and Hazardous Materials Implementation of the proposed Specific Plan, in combination with other cumulative development in the area, would involve development and redevelopment activities within the Specific Plan Area. Through adherence to applicable regulatory requirements and implementation of project-specific mitigation, the contributions of individual projects under the Specific Plan within the cumulative context would be less than cumulatively considerable. Impacts would be less than significant with mitigation.

Although some hazardous materials releases can cover a large area and interact with other releases (e.g., atmospheric contamination, contamination of groundwater aquifers), incidents of hazardous materials contamination are more typically isolated to a small area, such as leaking underground storage tank sites or release at individual businesses. These relatively isolated areas of contamination typically do not interact in a cumulative manner with other sites of hazardous materials contamination. However, if construction would create a new site of contamination, or contribute substantially to a hazardous condition in the general area, it could be considered to contribute to a cumulative impact. Impacts related to emergency vehicle access and response are considered site specific and not cumulatively considerable.

There are several contamination sites documented within the Specific Plan Area. However, the assessment, cleanup, and monitoring of these sites would be required prior to any further development.

Unknown environmental conditions, including potential hazardous materials, may exist within the Specific Plan Area. Due to the proximity of documented contamination sites and proximity to major roadways there is potential for contamination to be encountered during construction.

Transportation of hazardous materials is regulated by the DOT, CHP, and Caltrans and driver-training requirements, load labeling procedures, and container specifications are required to minimize the risk of accidental release. Businesses that use hazardous materials, during both construction and operation, are required to prepare and implement HMBPs describing procedures for the handling, transportation, generation, and disposal of hazardous materials.

There is potential for accident or upset of hazardous materials to result in a cumulative contribution to a cumulative hazardous materials impact. This would be a potentially significant cumulative impact.

Mitigation Measures
Implementation of Mitigation Measures 3.6-1 and Mitigation Measure 3.6-4 as detailed under Impact

3.6-1 and Impact 3.6-4, respectively.

Significance after Mitigation
The proposed plan would be required to implement Mitigation Measures 3.6-1 and 3.6-4.

Implementation of mitigation measures, as well as compliance with federal, state, and local regulations, would reduce potential impacts related to hazards and hazardous materials would be reduced to a lessthan-significant level. The cumulative impact would be less than significant with mitigation.

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3.7 NOISE AND VIBRATION
This section includes a summary of applicable regulations related to noise and vibration, a description of ambient-noise conditions, and an analysis of potential short-term construction and long-term operational-source noise impacts associated with the Stockton Boulevard Plan. Mitigation measures are recommended as necessary to reduce significant noise impacts. Additional data is provided in Appendix C, “Noise Measurement Data and Noise Modeling Calculations.” No comments were received regarding noise and vibration in response to the Notice of Preparation.

See Appendix A for all Notice of Preparation comments received.

3.7.1 Regulatory Setting

FEDERAL
Federal Transit Administration
To address the human response to ground vibration, the Federal Transit Administration (FTA) has set forth guidelines for maximum-acceptable vibration criteria for different types of land uses. These guidelines are presented in Table 3.7-1.

Table 3.7-1 Ground-Borne Vibration (GBV) Impact Criteria for General Assessment Land Use Category
GVB Impact Levels (VdB re 1 micro-inch/second)
Frequent Events1
Occasional
Events2
Infrequent
Events3
Category 1: Buildings where vibration would interfere with interior operations. 65 4 65 4 65 4
Category 2: Residences and buildings where people normally sleep. 72 75 80 Category 3: Institutional land uses with primarily daytime uses. 75 78 83 Notes: VdB = vibration decibels referenced to 1 μ inch/second and based on the root mean square (RMS) velocity amplitude. 1 “Frequent Events” is defined as more than 70 vibration events of the same source per day. 2 “Occasional Events” is defined as between 30 and 70 vibration events of the same source per day. 3 “Infrequent Events” is defined as fewer than 30 vibration events of the same source per day. 4 This criterion is based on levels that are acceptable for most moderately sensitive equipment such as optical microscopes. Vibrationsensitive manufacturing or research would require detailed evaluation to define acceptable vibration levels.

Source: FTA 2018: 123–126.

STATE
California Building Code Sound Transmission Standards
California’s noise insulation standards became effective in 1974. In 1988, the Building Standards Commission approved revisions to these standards (Title 24, Part 2, CCR). Noise within habitable units that is attributable to external sources is regulated by the California Building Standards codified in CCR, Title 24, Part 2, Section 1207. These standards are enforceable at the time of construction or during occupancy and apply to habitable units with common interior walls, partitions, and ceilings or those adjacent to public areas such as halls, corridors, stairways, and service areas. Under these standards the interior noise levels attributable to exterior sources shall not exceed 45 decibels (dB) in any habitable room. The noise metrics used to measure these levels can be day-night average sound level Noise and Vibration Ascent
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(Ldn) or Community Noise Equivalent Level (CNEL), consistent with the local general plan. An acoustical analysis documenting compliance with the interior sound level standards shall be prepared for structures containing habitable rooms. The commission also specifies that residential buildings or structures proposed to be located within exterior Ldn contours of 60 dB or greater, generated by an existing or planned freeway, expressway, parkway, major street, thoroughfare, rail line, rapid transit line, or industrial noise source, shall require an acoustical analysis showing that the building has been designed to limit intruding noise to an interior Ldn of 45 dB. Under California Public Resources Code Section 25402.1(g), all cities and counties in the state are required to enforce the adopted California Building Code, including these standards for noise in interior environments.

California Department of Transportation
In 2020, the California Department of Transportation (Caltrans) published the Transportation and Construction Vibration Manual (Caltrans 2020). The manual provides general guidance on vibration issues associated with construction and operation of projects in relation to human perception and structural damage. Table 3.7-2 presents recommendations for levels of vibration that could result in damage to structures exposed to continuous vibration.

Table 3.7-2 Caltrans Recommendations Regarding Levels of Vibration Exposure PPV (in/sec) Effect on Buildings

0.4-0.6 Architectural damage and possible minor structural damage

0.2 Risk of architectural damage to normal dwelling houses

0.1 Virtually no risk of architectural damage to normal buildings

0.08 Recommended upper limit of vibration to which ruins and ancient monuments should be subjected

0.006-0.019 Vibration unlikely to cause damage of any type Notes: PPV= Peak Particle Velocity; in/sec = inches per second Source: Caltrans 2020: 38.

LOCAL
City of Sacramento General Plan
The City of Sacramento 2040 General Plan is the City’s policy guide for future development.

The exterior noise compatibility standards shown in Table 3.7-3 below are identified in the 2040 General Plan.

Table 3.7-3 Exterior Noise Compatibility Standards for Various Land Uses Land Use Type Highest Level of Noise Exposure that is Regarded as “Normally Acceptable”a(Ldnb or CNELc)
Residential-Low-Density Single-Family, Duplex, or Mobile Homes 60 dB d,e Residential-Multi-family 65 dB
Urban Residential Infill and Mixed-Use Projects 70 dB
Transient Lodging- Motels, Hotels 65 dB
Schools, Libraries, Churches, Hospitals, Nursing Homes 70 dB Auditoriums, Concert Halls, Amphitheaters Mitigation based on site-specific study Sports Arena, Outdoor Spectator Sports Mitigation based on site-specific study Ascent Noise and Vibration
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Land Use Type Highest Level of Noise Exposure that is Regarded as “Normally Acceptable”a(Ldnb or CNELc)
Playgrounds, Neighborhood Parks 70 dB
Golf Courses, Riding Stables, Water Recreation, Cemeteries 75 dB Industrial, Manufacturing, Utilities, Agriculture 75 dB a As defined in the California Office of Planning and Research Guidelines, “Normally Acceptable” means that the specified land use is satisfactory, based upon the assumption that any building involved is of normal conventional construction, without any special noise insulation requirements.
b Ldn, or day-night average sound level, is an average 24-hour noise measurement that factors in day and night noise levels. c CNEL, or Community Noise Equivalent Level, measurements are a weighted average of sound levels gathered throughout a 24-hour period. d Applies to the primary open space area of a detached single-family home, duplex, or mobile home, which is typically the backyard or fenced side yard, as measured from the center of the primary open space area (not the property line). This standard does not apply to secondary open space areas, such as front yards, balconies, stoops, and porches. e dBA, or A-weighted decibel scale, is a measurement of noise levels.

Source: City of Sacramento 2035 General Plan Update MEIR Table 4.8-2.

Sacramento City Code
The Sacramento City Code contains noise regulations applicable to the project, as detailed below:

Chapter 8.68 Noise Control

8.68.060 Exterior noise standards.

A. The following noise standards unless otherwise specifically indicated in this article shall apply to all agricultural and residential properties.

1. From seven a.m. to ten p.m. the exterior noise standard shall be fifty-five (55) dB.

2. From ten p.m. to seven a.m. the exterior noise standard shall be fifty (50) dB.

B. It is unlawful for any person at any location to create any noise which causes the noise levels when measured on agricultural or residential property to exceed for the duration of time set forth following, the specified exterior noise standards in any one hour by (shown in Table 3.7-4):

Table 3.7-4 City of Sacramento Specified Exterior Noise Standards Cumulative Duration of the Intrusive Sound Allowance Decibels Cumulative period of 30 minutes per hour 0
Cumulative period of 15 minutes per hour +5
Cumulative period of 5 minutes per hour +10
Cumulative period of 1 minute per hour +15
Level not to be exceeded for any time per hour +20
Source: Sacramento City Code, 2012.

C. Each of the noise limits specified in subsection B of this section shall be reduced by five dB for impulsive or simple tone noises, or for noises consisting of speech or music.

D. If the ambient noise level exceeds that permitted by any of the first four noise limit categories specified in subsection B of this section, the allowable noise limit shall be increased in five dB increments in each category to encompass the ambient noise level. If the ambient noise level exceeds the fifth noise level category, the maximum ambient noise level shall be the noise limit for that category.

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8.68.070 Interior noise standards.

A. In any apartment, condominium, townhouse, duplex or multiple dwelling unit it is unlawful for any person to create any noise from inside his or her unit that causes the noise level when measured in a neighboring unit during the periods ten p.m. to seven a.m. to exceed:

1. Forty-five (45) dB for a cumulative period of more than five minutes in any hour;

2. Fifty (50) dB for a cumulative period of more than one minute in any hour;

3. Fifty-five (55) dB for any period of time.

B. If the ambient noise level exceeds that permitted by any of the noise level categories specified in subsection A of this section, the allowable noise limit shall be increased in five dB increments in each category to encompass the ambient noise level.

8.68.080 Exemptions.

The following activities shall be exempted from the provisions of this chapter:

A. School bands, school athletic and school entertainment events. School entertainment events shall not include events sponsored by student organizations;
B. Activities conducted on parks and public playgrounds, provided such parks and public playgrounds are owned and operated by a public entity;
C. Any mechanical device, apparatus or equipment related to or connected with emergency activities or emergency work;
D. Noise sources due to the erection (including excavation), demolition, alteration or repair of any building or structure between the hours of seven a.m. and six p.m., on Monday, Tuesday, Wednesday, Thursday, Friday and Saturday, and between nine a.m. and six p.m. on Sunday provided, however, that the operation of an internal combustion engine shall not be exempt pursuant to this subsection if such engine is not equipped with suitable exhaust and intake silencers which are in good working order. The director of building inspections may permit work to be done during the hours not exempt by this subsection in the case of urgent necessity and in the interest of public health and welfare for a period not to exceed three days. Application for this exemption may be made in conjunction with the application for the work permit or during progress of the work; E. Noise sources associated with agricultural operations provided such operations take place between the hours of six a.m. and eight p.m. provided, however, that the operation of an internal combustion engine shall not be exempt pursuant to this subsection if such engine is not equipped with suitable exhaust and intake silencers which are in good working order; F. Any mechanical device, apparatus or equipment which are utilized for the protection or salvage of agricultural crops during period of adverse weather conditions or when the use of mobile noise sources is necessary for pest control provided, however, that the operation of an internal combustion engine shall not be exempt pursuant to this subsection if such engine is not equipped with suitable exhaust and intake silencers which are in good working order; G. Noise sources associated with maintenance of street trees and residential area property provided said activities take place between the hours of seven a.m. and six p.m.; Ascent Noise and Vibration
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H. Tree and park maintenance activities conducted by the city department of parks and community services provided, however, that use of portable gasoline-powered blowers within two hundred (200) feet of residential property shall comply with the requirements of Section 8.68.150 of this chapter;
I. Any activity to the extent provisions of Chapter 65 of Title 42 of the United States Code, and Articles 3 and 3.5 of Chapter 4 of Division 9 of the Public Utilities Code of the state of California preempt local control of noise regulations and land use regulations related to noise control of airports and their surrounding geographical areas, any noise source associated with the construction, development, manufacture, maintenance, testing or operation of any aircraft engine, or of any weapons system or subsystems which are owned, operated or under the jurisdiction of the United States, any other activity to the extent regulation thereof has been preempted by state or federal law or regulation;
J. Any noise sources associated with the maintenance and operation of aircraft or airports which are owned or operated by the United States.

8.68.110 Residential pumps, fans and air conditioners.

A. It is unlawful for any person to operate any residential fans, air conditioners, stationary pumps, stationary cooling towers, stationary compressors, similar mechanical device or any combination thereof installed after the effective date of this chapter in any manner so as to create any noise which would cause the maximum noise level to exceed:

1. Sixty (60) dB at any point at least one foot inside the property line of the affected residential or agricultural property and three to five feet above ground level;

2. Fifty-five (55) dB in the center of a neighboring patio three to five feet above ground level;

3. Fifty-five (55) dB outside of the neighboring living area window nearest the equipment location, measurements shall be taken with the microphone not more than three feet from the window opening but at least three feet from any other surface.

B. Equipment installed five years after the effective date of this chapter must comply with a maximum limit of fifty-five (55) dB at any point at least one foot inside the property line of the affected residential or agricultural property and three to five feet above ground level.

C. Equipment installed before the effective date of this chapter must comply with a limit of sixty-five (65) dB maximum sound level, at any point at least one foot inside the property line of the affected agricultural or residential property and three to five feet above ground level after the effective date of this chapter.

8.68.200 Specific unlawful noises.

Notwithstanding any other provision of the chapter to the contrary, the following acts, among others, are declared to be loud, disturbing, and unnecessary noises in violation of this chapter, but such enumeration shall not be deemed to be exclusive, namely:

D. Pile Drivers, Hammers, Etc. The operation between the hours of ten p.m. and seven a.m. of any pile driver, steam shovel, pneumatic hammer, derrick, steam or electric hoist or other appliance, the use of which is attended by loud or unusual noise.

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E. Tools. The use or operation between the hours of ten p.m. and seven a.m. of any power saw, power planer, or other powered tool or appliance or saw or hammer, or other tool, so as to disturb the quiet, comfort, or repose of persons in any dwelling, hotel, motel, apartment, or other type of residence, or of any person in the vicinity.

F. Blowers. The operating of any noise-creating blower or power fan or any internal combustion engine the operation of which causes noise due to the explosion of operating gases or fluids, unless the noise from such blower or fan is muffled and such engine is equipped with a muffler device sufficient to deaden such noise.

H. Loading, Unloading—Opening Boxes. The creation of a loud and excessive noise in connection with loading or unloading any vehicle or the opening and destruction of bales, boxes, crates, and containers.

K. Transportation of Metal Rails, Pillars and Columns. The transportation of rails, pillars or columns of iron, steel or other material, over and along streets and other public places upon carts, drays, cars, trucks in any manner so as to cause loud noises or to disturb the peace and quiet of persons in the vicinity thereof.

17.620.320 Development standards.

The standards in this section apply to sound walls required by this article.

A. Design. The wall shall be designed to be in character, scale, and style of the surrounding neighborhood. The wall design and appearance shall be reviewed and approved by the zoning administrator.

B. Materials. Walls shall be constructed of brick, concrete, or masonry material. The wall surface shall be easy to maintain.

C. Height.

1. Walls shall have a minimum height of 6 feet and a maximum height of 8 feet above the adjacent finish grade along arterial streets. Walls shall have a minimum height of 6 feet and a maximum height of 12 feet above the adjacent finish grade along freeways and railroads.

2. The height of the wall is measured from the highest point of the wall to the adjacent finish grade.

Where the finish grades differ on each side of the wall or fence, such as when the wall is also used as a soil retaining structure, the height is measured from the higher adjacent finish grade.

3. If required to conform to environmental mitigation measures or the noise element of the general plan, as documented in a noise study, a wall in excess of the height limit stated in this subsection C is permitted as necessary to attenuate noise to comply with the mitigation measure or the general plan.

4. Walls required to be greater than 8 feet in height shall be constructed utilizing soil mounding to reduce the apparent height.

5. A wall in the front-yard or street side-yard setback area of residential uses must comply with the residential requirements for a wall in section 17.620.110.B.1.a.

D. Landscaped setback. Walls shall be set back a minimum of 25 feet from the public right-of-way.

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automatic irrigation system shall be installed in the landscaped setback area. The landscape plan for the setback area shall be approved by the city landscape architect.

E. Structural criteria. Walls shall be constructed in accordance with the current Sacramento City Building Code. A building permit shall be required for a wall over 6 feet in height.

1. Walls may be designed to meet Caltrans sound wall design criteria that meet or exceed the base stated standards and are acceptable as an alternative sound wall type.

F. Long-term maintenance funding. A funding method to provide for the long term, ongoing maintenance of the wall and landscaped area shall be submitted and approved by the city prior to the construction of the wall.

G. Walls located adjacent to Caltrans rights-of-way shall utilize the Caltrans sound wall design criteria and the Caltrans standard construction drawings of approved sound wall types.

H. In areas where terrain, grade, and access control allow, walls may be constructed within the state right-of-way under a Caltrans encroachment permit.

Sacramento Executive Airport Comprehensive Land Use Plan The Sacramento Area Council of Governments (SACOG) is an association that includes the Counties of El Dorado, Placer, Sacramento, Sutter, Yolo, and Yuba. Under provisions of the California Public Utilities Code, Chapter 4, Article 35, Section 21670.1, Airport Land Use Commission Law, SACOG has been designated the Airport Land Use Commission for Sacramento, Sutter, Yolo, and Yuba counties.

One of the primary functions of the Airport Land Use Commission is to develop and adopt Comprehensive Land Use Plans (CLUPs) which include noise contours and policies focused on safety, noise, airspace, and overflight (SACOG 2023).

The Sacramento Executive Airport CLUP, which was adopted in May 1998 and amended in May 1999, sets forth a series of policies to avoid the establishment of noise-sensitive land uses within the vicinity of the airport that could be exposed to significant levels of aircraft noise. The maximum CNEL considered normally acceptable for new residential land uses near the Sacramento Executive Airport is 65 dB (SACOG 1999).

3.7.2 Environmental Setting

ACOUSTIC FUNDAMENTALS
Prior to discussing the noise setting for the project, background information about sound, noise, vibration, and common noise descriptors is needed to provide context and a better understanding of the technical terms referenced throughout this section.

Sound, Noise, and Acoustics
Sound can be described as the mechanical energy of a vibrating object transmitted by pressure waves through a liquid or gaseous medium (e.g., air) to a human ear. Noise is defined as loud, unexpected, annoying, or unwanted sound.

In the science of acoustics, the fundamental model consists of a sound (or noise) source, a receiver, and the propagation path between the two. The loudness of the noise source and obstructions or atmospheric factors affecting the propagation path to the receiver determines the sound level and Noise and Vibration Ascent
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characteristics of the noise perceived by the receiver. The field of acoustics deals primarily with the propagation and control of sound.

Frequency
Continuous sound can be described by frequency (pitch) and amplitude (loudness). A low-frequency sound is perceived as low in pitch. Frequency is expressed in terms of cycles per second, or hertz (Hz) (e.g., a frequency of 250 cycles per second is referred to as 250 Hz). High frequencies are sometimes more conveniently expressed in kilohertz, or thousands of hertz. The audible frequency range for humans is generally between 20 Hz and 20,000 Hz.

Sound Pressure Levels and Decibels
The amplitude of pressure waves generated by a sound source determines the loudness of that source.

Sound pressure amplitude is measured in micro-Pascals (mPa). One mPa is approximately one hundred billionth (0.00000000001) of normal atmospheric pressure. Sound pressure amplitudes for different kinds of noise environments can range from less than 100 to 100,000,000 mPa. Because of this large range of values, sound is rarely expressed in terms of mPa. Instead, a logarithmic scale is used to describe sound pressure level (SPL) in terms of decibels (dB).

Addition of Decibels
Because decibels are logarithmic units, SPLs cannot be added or subtracted through ordinary arithmetic. Under the decibel scale, a doubling of sound energy corresponds to a 3 dB increase. In other words, when two identical sources are each producing sound of the same loudness at the same time, the resulting sound level at a given distance would be 3 dB higher than if only one of the sound sources was producing sound under the same conditions. For example, if one idling truck generates an SPL of 70 dB, two trucks idling simultaneously would not produce 140 dB; rather, they would combine to produce 73 dB. Under the decibel scale, three sources of equal loudness together produce a sound level approximately 5 dB louder than one source.

A-Weighted Decibels
The decibel scale alone does not adequately characterize how humans perceive noise. The dominant frequencies of a sound have a substantial effect on the human response to that sound. Although the intensity (energy per unit area) of the sound is a purely physical quantity, the loudness or human response is determined by the characteristics of the human ear.

Human hearing is limited in the range of audible frequencies as well as in the way it perceives the SPL in that range. In general, people are most sensitive to the frequency range of 1,000–8,000 Hz and perceive sounds within this range better than sounds of the same amplitude with frequencies outside of this range. To approximate the response of the human ear, sound levels of individual frequency bands are weighted, depending on the human sensitivity to those frequencies. Then, an “A-weighted” sound level (expressed in units of A-weighted decibels) can be computed based on this information.

The A-weighting network approximates the frequency response of the average young ear when listening to most ordinary sounds. When people make judgments of the relative loudness or annoyance of a sound, their judgment correlates well with the A-scale sound levels of those sounds. Thus, noise levels are typically reported in terms of A-weighted decibels. All sound levels discussed in this section are expressed in A-weighted decibels. Table 3.7-5 describes typical A-weighted noise levels for various noise sources.

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Table 3.7-5 Typical A-Weighted Noise Levels
Common Outdoor Activities Noise Level (dB) Common Indoor Activities — 110 — Rock band
Jet fly-over at 1,000 feet — 100 —
Gas lawn mower at 3 feet — 90 —
Diesel truck at 50 feet at 50 miles per hour — 80 — Food blender at 3 feet, Garbage disposal at 3 feet Noisy urban area, daytime, Gas lawn mower at 100 feet — 70 — Vacuum cleaner at 10 feet, Normal speech at 3 feet Commercial area, Heavy traffic at 300 feet — 60 —
Quiet urban daytime — 50 — Large business office, Dishwasher next room Quiet urban nighttime — 40 — Theater, large conference room (background) Quiet suburban nighttime — 30 — Library, Bedroom at night Quiet rural nighttime — 20 —
— 10 — Broadcast/recording studio
Lowest threshold of human hearing — 0 — Lowest threshold of human hearing Source: Caltrans 2013: Table 2-5.

Human Response to Changes in Noise Levels
The doubling of sound energy results in a 3-dB increase in the sound level. However, given a sound level change measured with precise instrumentation, the subjective human perception of a doubling of loudness will usually be different from what is measured.

Under controlled conditions in an acoustical laboratory, the trained, healthy human ear can discern 1- dB changes in sound levels when exposed to steady, single-frequency (“pure-tone”) signals in the midfrequency (1,000–8,000 Hz) range. In general, the healthy human ear is most sensitive to sounds between 1,000 and 5,000 Hz and perceives both higher and lower frequency sounds of the same magnitude with less intensity (Caltrans 2013: 2-18). In typical noisy environments, changes in noise of 1–2 dB are generally not perceptible. 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: 2-10). 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.

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 (e.g., operating factory machinery) or transient in nature (e.g., explosions). Vibration levels can be depicted in terms of amplitude and frequency, relative to displacement, velocity, or acceleration.

Vibration amplitudes are commonly expressed in peak particle velocity (PPV) or root-mean-square (RMS) vibration velocity. PPV and RMS vibration velocity are normally described in inches per second (in/sec) or in millimeters per second. 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 Noise and Vibration Ascent
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vibration and has been found to correlate well to the stresses experienced by buildings (FTA 2018: 110; Caltrans 2020: 6).

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 2018: 110, 199; Caltrans 2020: 7). This is based on a reference value of 1 micro inch per second.

The typical background vibration-velocity level in residential areas is approximately 50 VdB. Ground vibration is normally perceptible to humans at approximately 65 VdB. For most people, a vibration-velocity level of 75 VdB is the approximate dividing line between barely perceptible and distinctly perceptible levels (FTA 2018: 120; Caltrans 2020: 27).

Table 3.7-6 summarizes the general human response to different ground vibration-velocity levels.

Table 3.7-6 Human Response to Different Levels of Ground Noise and Vibration Vibration-Velocity Level Human Reaction
65 VdB Approximate threshold of perception.
75 VdB Approximate dividing line between barely perceptible and distinctly perceptible. Many people find that transportation-related vibration at this level is unacceptable. 85 VdB Vibration acceptable only if there are an infrequent number of events per day.

Notes: VdB = vibration decibels referenced to 1 μ inch/second and based on the root mean square (RMS) velocity amplitude.

Source: FTA 2018: 120.

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. The range of interest is from approximately 50 VdB, which is the typical background vibration-velocity level, to 100 VdB, which is the general threshold where minor damage can occur to fragile buildings.

Construction activities can generate sufficient ground vibrations to pose a risk to nearby structures.

Constant or transient vibrations can weaken structures, crack facades, and disturb occupants (FTA 2018: 113).

Ground vibration levels generated by construction activity can be transient, random, or continuous.

Transient construction vibrations are generated by blasting, impact pile driving, and wrecking balls.

Continuous vibrations are generated by vibratory pile drivers, large pumps, and compressors. Random vibration can result from jackhammers, pavement breakers, and heavy construction equipment.

Common Noise Descriptors
Noise in our daily environment fluctuates over time. Various noise descriptors have been developed to describe time-varying noise levels. The following are the noise descriptors used throughout this section. • Equivalent Continuous Sound Level (Leq): Leq represents an average of the sound energy occurring over a specified period. In effect, Leq is the steady-state sound level containing the same acoustical energy as the time-varying sound level that occurs during the same period (Caltrans 2013: 2-48). For instance, the 1-hour equivalent sound level, also referred to as the hourly Leq, is the energy average of sound levels occurring during a 1-hour period and is the Ascent Noise and Vibration
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basis for noise abatement criteria used by Caltrans and the Federal Highway Administration (FHWA) (Caltrans 2013: 2-47, FTA 2018: Table 3-1).
• Maximum Sound Level (Lmax): Lmax is the highest instantaneous sound level measured during a specified (Caltrans 2013: 2-48; FTA 2018: 207–208).
• Day-Night Level (Ldn): Ldn is the energy average of A-weighted sound levels occurring over a 24-hour period, with a 10-dB “penalty” applied to sound levels occurring during nighttime hours between 10 p.m. and 7 a.m. (Caltrans 2013: 2-48; FTA 2018: 214). • Community Noise Equivalent Level (CNEL): CNEL is the energy average of the A-weighted sound levels occurring over a 24-hour period, with a 10-dB penalty applied to sound levels occurring during the nighttime hours between 10 p.m. and 7 a.m. and a 5-dB penalty applied to the sound levels occurring during evening hours between 7 p.m. and 10 p.m. (Caltrans 2013: 2- 48).

Sound Propagation
When sound propagates over a distance, it changes in level and frequency content. The manner in which a noise level decreases with distance depends on geometric spreading, ground absorption, atmospheric effects, and shielding by natural or human-made features, described in detail below.

Geometric Spreading
Sound from a localized source (i.e., a point source) propagates uniformly outward in a spherical pattern. The sound level attenuates (or decreases) at a rate of 6 dB for each doubling of distance from a point source. Roads and highways consist of several localized noise sources on a defined path and hence can be treated as a line source, which approximates the effect of several point sources, thus propagating at a slower rate in comparison to a point source. Noise from a line source propagates outward in a cylindrical pattern, often referred to as cylindrical spreading. Sound levels attenuate at a rate of 3 dB for each doubling of distance from a line source.

Ground Absorption
The propagation path of noise from a source to a receiver is usually very close to the ground. Noise attenuation from ground absorption and reflective-wave canceling provides additional attenuation associated with geometric spreading. Traditionally, this additional attenuation has also been expressed in terms of attenuation per doubling of distance. This approximation is usually sufficiently accurate for distances of less than 200 feet. For acoustically hard sites (i.e., sites with a reflective surface between the source and the receiver, such as a parking lot or body of water), no excess ground attenuation is assumed. For acoustically absorptive or soft sites (i.e., those sites with an absorptive ground surface between the source and the receiver, such as soft dirt, grass, or scattered bushes and trees), additional ground-attenuation value of 1.5 dB per doubling of distance is normally assumed. When added to the attenuate rate associated with cylindrical spreading, the additional ground attenuation results in an overall drop-off rate of 4.5 dB per doubling of distance. This would hold true for point sources, resulting in an overall drop-off rate of up to 7.5 dB per doubling of distance.

Atmospheric Effects
Receivers located downwind from a source can be exposed to increased noise levels relative to calm conditions, whereas locations upwind can have lowered noise levels, as wind can carry sound. Sound levels can be increased over large distances (e.g., more than 500 feet) from the source because of atmospheric temperature inversion (i.e., increasing temperature with elevation). Other factors such as air temperature, humidity, and turbulence can also affect sound attenuation.

Noise and Vibration Ascent
City of Sacramento

3.7-12 Stockton Blvd Plan Draft EIR
Shielding by Natural or Human-Made Features
A large object or barrier in the path between a noise source and a receiver attenuate noise levels at the receiver. The amount of attenuation provided by shielding depends on the size of the object and the frequency content of the noise source. Natural terrain features (e.g., hills and dense woods) and human-made features (e.g., buildings and walls) can substantially reduce noise levels. A barrier that breaks the line of sight between a source and a receiver will typically result in at least 5 dB of noise reduction (Caltrans 2013: 2-41; FTA 2018: 42). Barriers higher than the line of sight provide increased noise reduction (FTA 2018: 16). Vegetation between the source and receiver is rarely effective in reducing noise because it does not create a solid barrier unless there are multiple rows of vegetation (FTA 2018: 15, 104, 106).

EXISTING NOISE ENVIRONMENT
Existing Noise- and Vibration-Sensitive Land Uses
Noise-sensitive land uses are generally considered to include those uses where noise exposure could result in health-related risks to individuals, as well as places where quiet is an essential element of their intended purpose. Residential uses are of primary concern because of the potential for increased and prolonged exposure of individuals to both interior and exterior noise levels, and because these land uses are places of rest and sleep for residents. Additional land uses, such as parks, schools, historic sites, cemeteries, sensitive habitats, and recreation areas, are also generally considered sensitive to increases in exterior noise levels. Places of worship, hotels and transient lodging, libraries, and other places where low interior noise levels are desirable are also considered noise sensitive. These noise-sensitive uses are also considered vibration-sensitive land uses in addition to commercial and industrial buildings where vibration would interfere with operations within the building, including levels that may be well below those associated with human annoyance. The Specific Plan Area includes many of these types of noisesensitive land uses including residences, hotels/motels, and park and recreational facilities.

Existing Noise Sources and Ambient Levels
The noise environment in the City of Sacramento is defined primarily by transportation, which includes car, aircraft, and train traffic. In addition to transportation noise sources, there are also stationary noise sources within the City, including commercial and industrial uses.

Traffic Noise
The noise environment in the Specific Plan Area is defined primarily by vehicular traffic on the surrounding roadway network. Major roadways located near the Specific Plan Area include US 50 which crosses through the northern end of the Specific Plan Area and State Route (SR) 99 which runs north south to the west of the Specific Plan Area. There are also many local roads within the Specific Plan Area that experience high traffic volumes and contribute to traffic noise. Noise levels along roadways are affected by various traffic characteristics, including average daily traffic (ADT) volumes, vehicle mix, roadway conditions, vehicle speed, and the gradient of the roadway. Additionally, the extent to which nearby land uses are affected by exiting traffic noise depends on multiple factors, including their respective proximity to the roadways, shielding provided by intervening terrain and structures, and their individual sensitivity to noise. Traffic noise data for all modeled roadways, including distances to the 70 dB, 65 dB, and 60 dB CNEL contours, are presented in Table 3.7-7.

Ascent Noise and Vibration
City of Sacramento
Stockton Blvd Plan Draft EIR 3.7-13
Table 3.7-7 Summary of Modeled Existing Traffic Noise Levels No. Roadway From To
CNEL at 100
feet from
centerline dB
Distance (ft) to Contour
70 dB
Ldn
65 dB
Ldn
60 dB
Ldn
1 Stockton Blvd Alhambra Boulevard 34th Street 63.1 21 65 207 2 Stockton Blvd 34th Street US 50 On Ramp 64.7 29 92 292 3 Stockton Blvd US 50 On Ramp US 50 Off Ramp 65.0 31 99 313 4 Stockton Blvd US 50 Off Ramp T Street 64.5 28 90 283
5 Stockton Blvd T Street 39th Street 64.7 29 93 293
6 Stockton Blvd 39th Street UC Davis Health
Dept. Dwy

65.2 33 106 335
7 Stockton Blvd UC Davis Health
Dept. Dwy
X Street 65.1 33 103 325
8 Stockton Blvd X Street Y Street 63.6 23 72 227
9 Stockton Blvd Y Street 2nd Avenue 63.6 23 73 232
10 Stockton Blvd 2nd Avenue Broadway 64.9 31 99 312
11 Stockton Blvd Broadway 11th Avenue 65.9 39 123 390
12 Stockton Blvd 11th Avenue 14th Avenue 65.3 34 108 340 13 Stockton Blvd 14th Avenue San Francisco
Boulevard

66.0 40 126 399
14 Stockton Blvd San Francisco
Boulevard
21st Avenue 64.6 29 91 289
15 Stockton Blvd 21st Avenue Fruitridge Road 64.5 28 90 285 16 Stockton Blvd Fruitridge Road McMahon Drive 67.3 54 169 536 17 Stockton Blvd McMahon Drive Lemon Hill Avenue 66.7 47 148 467 18 Stockton Blvd Lemon Hill Avenue Dias Avenue 67.2 52 164 519 19 Stockton Blvd Dias Avenue Elder Creek Road 66.9 49 154 487 20 Stockton Blvd Elder Creek Road Fowler Avenue 67.4 55 174 551 21 Stockton Blvd Fowler Avenue 65th Street 67.2 53 167 527 22 65th St US 50 Off Ramp 4th Avenue 70.4 111 350 1105
23 65th St 4th Avenue Broadway 70.4 110 348 1102
24 65th St Broadway San Joaquin Street 69.4 88 277 877
25 65th St San Joaquin Street 14th Avenue 69.3 86 270 855 26 65th St 14th Avenue 18th Avenue 70.6 116 367 1160
27 65th St 18th Avenue 21st Avenue 70.6 116 367 1160
28 65th St 21st Avenue Sacramento County
Cemetery

70.0 100 316 999
29 65th St Sacramento County
Cemetery
Fruitridge Road 70.0 100 316 999
30 65th St Fruitridge Road McMahon Drive 69.4 87 275 871 31 65th St McMahon Drive Lemon Hill Avenue 69.7 94 298 943 Noise and Vibration Ascent
City of Sacramento

3.7-14 Stockton Blvd Plan Draft EIR
No. Roadway From To
CNEL at 100
feet from
centerline dB
Distance (ft) to Contour
70 dB
Ldn
65 dB
Ldn
60 dB
Ldn
32 65th St Lemon Hill Avenue Elder Creek Road 69.6 91 289 915 33 65th St Elder Creek Road 53rd Avenue 69.7 93 295 934 34 65th St 53rd Avenue Stockton Boulevard 66.7 46 147 464 35 65th St 65th Street Walmart Dwy 64.3 27 85 270
36 65th St Walmart Dwy Sky Pkwy 64.5 28 89 280
37 65th St 65th Street Florin Road 64.1 25 80 254
38 Martin Luther King Jr
Blvd
Broadway Keith B Kenny K8
School

59.6 9 29 91
39 Martin Luther King Jr
Blvd
Keith B Kenny K8
School
14th Avenue 59.0 8 25 80
40 Martin Luther King Jr
Blvd
14th Avenue 21st Avenue 61.2 13 42 132
41 Martin Luther King Jr
Blvd
21st Avenue 26th Avenue 61.6 14 46 145
42 Martin Luther King Jr
Blvd
26th Avenue Fruitridge Road 60.8 12 38 120
43 Martin Luther King Jr
Blvd
Fruitridge Road Highway 99 62.3 17 54 172
44 47th Ave Highway 99 44th Street 68.0 63 199 631
45 47th Ave 44th Street Sampson Boulevard 67.3 53 169 534 46 47th Ave Sampson Boulevard Steiner Drive 66.8 48 151 478 47 47th Ave Steiner Drive Stockton Boulevard 66.2 42 132 418 48 Elder Creek Rd Stockton Boulevard 65th Street 66.8 48 153 483 49 41st Ave Highway 99 44th Street 45.6 - 1 4
50 Lemon Hill Ave 44th Street Sampson Boulevard 43.0 - 1 2 51 Lemon Hill Ave Sampson Boulevard Dewey Boulevard 47.6 1 2 6 52 Lemon Hill Ave Dewey Boulevard Stockton Boulevard 54.8 3 10 30 53 Lemon Hill Ave Stockton Boulevard 65th Street 47.9 1 2 6 54 Fruitridge Rd Highway 99 Off Ramp Martin Luther King Jr Blvd.

67.5 56 176 557
55 Fruitridge Rd Martin Luther King Jr
Blvd.

Mendocino Boulevard 67.4 55 175 555
56 Fruitridge Rd Mendocino Boulevard Del Norte Boulevard 67.4 55 175 555 57 Fruitridge Rd Del Norte Boulevard 44th Street 67.3 54 170 539 58 Fruitridge Rd 44th Street Ethel Way 67.4 55 173 546
59 Fruitridge Rd Ethel Way Lawrence Drive 66.7 46 146 463 60 Fruitridge Rd Lawrence Drive Stockton Boulevard 66.7 46 146 463 61 Fruitridge Rd Stockton Boulevard 58th Street 64.8 30 95 301 62 Fruitridge Rd 58th Street 61st Street 63.7 24 75 237 Ascent Noise and Vibration
City of Sacramento
Stockton Blvd Plan Draft EIR 3.7-15
No. Roadway From To
CNEL at 100
feet from
centerline dB
Distance (ft) to Contour
70 dB
Ldn
65 dB
Ldn
60 dB
Ldn
63 Fruitridge Rd 61st Street 65th Street 65.3 34 106 337 64 21st Ave Stockton Boulevard 53rd Street 61.1 13 41 129 65 21st Ave 53rd Street 58th Street 59.3 8 27 84
66 21st Ave 58th Street 65th Street 58.6 7 23 72
67 12th Ave Highway 99 On Ramp 3rd Street 60.1 10 32 101 68 12th Ave 3rd Street 36th Street 56.1 4 13 40
69 12th Ave 36th Street Martin Luther King Jr
Blvd.

56.1 4 13 40
70 14th Ave Martin Luther King Jr
Blvd.

East Nicholas Avenue 62.8 19 61 192
71 14th Ave East Nicholas Avenue Stockton Boulevard 61.9 16 49 156 72 14th Ave Stockton Boulevard 50th Street 63.2 21 66 207 73 14th Ave 50th Street 53rd Street 61.4 14 44 138
74 14th Ave 53rd Street 58th Street 58.9 8 25 78
75 14th Ave 58th Street Tallac Shopping Mall 61.5 14 45 142 76 14th Ave Tallac Shopping Mall 65th Street 61.6 15 46 146 77 Broadway Stockton Boulevard 50th Street 58.9 8 25 78 78 Broadway 50th Street 53rd Street 59.1 8 26 81
79 Broadway 53rd Street 59th Street 61.2 13 42 132
80 Broadway 59th Street 61st Street 60.8 12 38 120
81 Broadway 61st Street 65th Street 62.0 16 50 157
Notes: CNEL = Community Noise Equivalent Level
All modeling assumes average pavement, level roadways (less than 1.5% grade), constant traffic flow, and does not account for shielding of any type or finite roadway adjustments. All noise levels are reported as A-weighted noise levels. For additional details, refer to Appendix D for detailed traffic data, and traffic-noise modeling input data and output results.

Source: ADT provided by Fehr & Peers in 2023; Data modeled by Ascent in 2023 Rail Noise
Light rail transit, which is a major component of the City’s transit system, runs through the City along three routes and contributes to ambient noise. The nearest light rail station is the 29th Street Station, which is located at the northern end of the Specific Plan Area along 29/30th Streets and R Street. This stop serves the SacRT Gold Line (Downtown to Folsom).

Sacramento City CouncilOctober 22, 2024

Sacramento City Council
October 22, 2024