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SAN LEANDRO SHORELINE DEVELOPMENT DRAFT EIR <br />CITY OF SAN LEANDRO <br />GREENHOUSE GAS EMISSIONS <br />current Building and Energy Efficiency Standards. The 15 -percent reduction in building envelope <br />energy use shall be based on the current Building and Energy Efficiency Standards (Title 24, Part 6, of <br />the California Building Code) that is in place at the time building permits are submitted to the City. <br />Architectural plans submitted to the City Building Division shall identify the requirement to reduce <br />building energy use by 15 percent to meet this requirement. <br />Significance After Mitigation: Significant and unavoidable. Mitigation Measures GHG-1A and GHG-1B <br />would require applicants for new development projects within the San Leandro Shoreline <br />Development to designate spaces for electric vehicle charging in residential units and in the hotel and <br />office developments in order to encourage residents and other motorists to take zero- or near -zero <br />emission vehicles or alternative modes of transportation. Mitigation Measure GHG-1C would require <br />installation of energy efficient appliances to reduce natural gas consumption and energy demand <br />from new buildings. Mitigation Measure GHG 1D would require employers to establish employee trip <br />commute reduction program to promote alternative modes of transportation to the Project Site and <br />reduce GHG emissions from mobile sources. Furthermore, adherence to the City's Green Building <br />Checklist (Mitigation Measure GHG-1E) to ensure compliance with the 2013 California Green Building <br />Standards Code would ensure that new buildings are energy efficient by requiring both residential and <br />nonresidential construction to be constructed to be more energy efficient. Mitigation Measures GHG- <br />1A through GHG-1F would reduce operational GHG emissions to the extent practicable. However, the <br />amount of reduction in emissions cannot be quantified, therefore it is not known whether the <br />reductions would fall below the significance threshold. As such, GHG emissions would continue to <br />exceed the BAAQMD regional significance thresholds and GHG-1 would remain significant and <br />unavoidable. <br />GHG-2 Implementation of the Project would not conflict with an applicable <br />plan, policy, or regulation of an agency adopted for the purpose of <br />reducing the emissions of GHGs. <br />The following plans have been adopted and are applicable for the Project: <br />CARB's Scoping Plan <br />In accordance with AB 32, CARB developed the Scoping Plan to outline the State's strategy to achieve <br />1990 level emissions by year 2020. To estimate the reductions necessary, CARB projected statewide 2020 <br />BAU GHG emissions (i.e., GHG emissions in the absence of statewide emission reduction measures). CARB <br />identified that the State as a whole would be required to reduce GHG emissions by 28.5 percent from year <br />2020 BAU to achieve the targets of AB 32.3SThe revised BAU 2020 forecast shows that the state would <br />have to reduce GHG emissions by 21.6 percent from BAU without implementation of the Pavley GHG <br />emission standards for passenger vehicles and the 33 percent renewable portfolio standard (RPS) for <br />electricity, or 15.7 percent from the adjusted baseline (i.e., with Pavley and 33 percent RPS).39 <br />38 California Air Resources Board (CARB). 2008. October. Climate Change Proposed Scoping Plan, a Framework for Change. <br />39 California Air Resources Board (CARB), 2012. Status of Scoping Plan Recommended Measures, <br />http://www.arb.ca.gov/cc/scopingplan/status_of scoping_plan_measures.pdf. <br />PLACEWORKS 4.6-21 <br />