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O NE B RO A D WA Y P LA Z A P RO J E CT E I R A D DE N DU M CI T Y O F S A NT A A NA 5. Environmental Analysis Page 52 PlaceWorks ▪ Implementation of SB 350, which expands the Renewables Portfolio Stand ard (RPS) to 50 percent RPS and doubles energy efficiency savings by 2030. ▪ California Sustainable Freight Action Plan, which improves freight system efficiency and utilizes near-zero emissions technology and deployment of ZE trucks. ▪ Implementing the proposed Short-Lived Climate Pollutant Strategy, which focuses on reducing methane and hydrofluorocarbon emissions by 40 percent and anthropogenic black carbon emissions by 50 percent by year 2030. ▪ Post-2020 Cap-and-Trade Program that includes declining caps. ▪ Continued implementation of SB 375. ▪ Development of a Natural and Working Lands Action Plan to secure California’s land base as a net carbon sink. In addition to the statewide strategies listed above, the 2017 Climate Change Scoping Plan also identified lo cal governments as essential partners in achieving the state’s long-term GHG reduction goals and recommended local actions to reduce GHG emissions—for example, statewide targets of no more than 6 MTCO2e or less per capita by 2030 and 2 MTCO2e or less per capita by 2050. CARB recommends that local governments evaluate and adopt robust and quantitative locally appropriate goals that align with the statewide per capita targets and sustainable development objectives and develop plans to achieve the local goals. The statewide per capita goals were developed by applying the percent reductions necessary to reach the 2030 and 2050 climate goals (i.e., 40 percent and 80 percent, respectively) to the state’s 1990 emissions limit established under AB 32. For CEQA projects, CARB states that lead agencies have discretion to develop evidenced-based numeric thresholds (mass emissions, per capita, or per service population) consistent with the Scoping Plan and the state’s long-term GHG goals. To the degree a project relies on GHG mitigation measures, CARB recommends that lead agencies prioritize on -site design features that reduce emissions, especially from vehicle miles traveled (VMT), and direct investments in GHG reductions within the project’s region that contribute poten tial air quality, health, and economic co-benefits. Where further project design or regional investments are infeasible or not proven to be effective, CARB recommends mitigating potential GHG impacts through purchasing and retiring carbon credits. The Scoping Plan scenario is set against what is called the business-as-usual yardstick—that is, what would the GHG emissions look like if the state did nothing at all beyond the policies that are already required and in place to achieve the 2020 limit. It includes the existing renewables requirements, advanced clean cars, the “10 percent” LCFS, and the SB 375 program for more vibrant communities, among others. However, it does not include a range of new policies or measures that have been developed or put into sta tute over the past two years. Known commitments are expected to result in emissions that are 60 MMTCO 2e above the target in 2030. If the estimated GHG reductions from the known commitments are not realized due to delays in implementation or technology deployment, the post-2020 Cap-and-Trade Program would deliver the additional GHG reductions in the sectors it covers to ensure the 2030 target is achieved. 5 - 106