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Environmental Checklist For CEQA Compliance 2010, (2) 1990 levels by the 2020, and (3) 80% below the 1990 levels by the year 2050. In 2006, this goal was further reinforced with the passage of Assembly Bill 32 (AB 32), the Global Warming Solutions Act of 2006. AB 32 sets the same overall GHG emissions reduction goals while further mandating that ARB create a plan, which includes market mechanisms, and implement rules to achieve "real, quantifiable, cost-effective reductions of greenhouse gases." Executive Order S-20-06 further directs state agencies to begin implementing AB 32, including the recommendations made by the state's Climate Action Team. Climate change and GHG reduction is also a concern at the federal level; however, at this time, no legislation or regulations have been enacted specifically addressing GHG emissions reductions and climate change. According to the IPCC report, Climate Change 2007: The Physical Science Basis: Summary for Policymakers (February 2007), there is no doubt that the climate system is warming. Global average air and ocean temperatures as well as global average sea level are rising. Of the last 12 years, 11 years have ranked as among the warmest on record since 1850. While some of the increase is explained by natural occurrences, the 2007 report asserts that the increase in temperature is very likely (> 90%) due to human activity, most notably the burning of fossil fuels. For California, similar effects are described in the California Climate Change Center report, Our Changing Climate: Assessing the Risks to California (July 2006). Based on projections using state of the art climate modeling, the temperatures in California are expected to rise between 3° F and 10.5° F (1.7° C and 5.8 ° C) by the end of the century dependent on how much California is able to reduce its GHG emissions. The report states that these temperature increases will negatively impact public health, water supply, agriculture, plant and animal species, and the coastline. Impacts Automobiles have been identified as the greatest source of greenhouse gas emissions, and the quantity of GHG emissions from automobiles is directly correlated with the amount of vehicle miles traveled (VMT). The SCAQMD is in the process of releasing an updated version of the URBEMIS 2002 emissions estimation/evaluation model that will calculate the impacts associated with greenhouse gas emissions, especially carbon dioxide emissions from mobile sources. Because automobiles are the largest contributor to COz emissions, it can be deduced that if a project does not result in an increase of daily trips or VMT, that the project would not result in an increase of GHG emissions. As discussed in Response XV-A. under Transportation/Traffic, the proposed project would result in a net decrease of 6 daily trips, 20 AM peak hour trips, and 13 PM peak hour trips. This net decrease in trips results in a net decrease of VMT, and ultimately in a net decrease of GHG emissions. Consequently, there would be an overall net beneficial impact to GHG emissions. IV. Biological Resources A. No Impact. The project site is located in a fully urbanized setting and is void of any native • vegetation or wildlife habitat; therefore, it does not have the potential to accommodate sensitive biological resources. No impacts would occur. B. No Impact. The site is void of any riparian habitat or other natural communities; therefore, it does not have the potential to accommodate sensitive biological resources. No impacts would occur. Alton Court August 200 Initial Study/Mitigated Negative Declaration 3-20 gas oosss.o~ 75A-86