ENVIRONMENTAL INITIAL STUDY · 2021. 5. 25. · b o b h o p e d r i v e apn: 684-440-039 ran cho las p almas d r i ve n.t.s. msa consulting, inc. > planning > civil engineering >

CITY OF RANCHO MIRAGE

69-825 Highway 111

Rancho Mirage, California 92270 Phone: (760) 328-2266

Fax: (760) 324-9851

ENVIRONMENTAL INITIAL STUDY

Project Title: The River Hotel City Project No: Preliminary Development Plan Case No. PDP20002 Conditional Use Permit Case No. CUP20002 Variance Case No. VAR20006 Tentative Parcel Map Case No. TPM37957

Environmental Assessment Case No. EA200004 Lead Agency Name and Address: City of Rancho Mirage 69-825 Highway 111 Rancho Mirage, California 92270 Phone: (760) 328-2266 Fax: (760) 324-9851 Applicant: Brendan Liang Cheer Land the River, LP 287 Park Avenue South, Suite 217

New York, NY 10010 Representative: Brendan Liang Cheer Land the River, LP 287 Park Avenue South, Suite 217

New York, NY 10010 Contact Person: Jeremy Gleim, Development Services Director And Phone Number: Phone: (760) 328-2266 Project Location: Southwest corner of Rancho Las Palmas Drive and Bob Hope Drive

Assessor’s Parcel Number 684-440-039. General Plan Designation: Specific Plan Highway 111 East (General Commercial) (C-G) – District 1 Zoning Designation: Specific Plan Highway 111 East (General Commercial) (C-G) – District 1

The River Hotel at Rancho Mirage Initial Study/Mitigated Negative Declaration

April 2021/Page 2

PROJECT DESCRIPTION The project proposes the development of a four-story hotel on approximately 0.91 acres located on the southwest corner of Bob Hope Drive and Rancho Las Palmas Drive, in the City of Rancho Mirage. The project site occupies the northeast portion of an approximately 27.16-acre parcel, identified as Assessor’s Parcel Number (APN) 684-440-039. Currently, the property operates as a paved parking lot, with landscaped islands to provide shade for cars and pedestrians, and light posts for security purposes. Presently, the parking lot serves The River shopping center, southwest of the proposed site. The River shopping center includes multiple dining, entertainment, and shopping experiences, with water features throughout the property. Land north of the project site includes paved parking spaces, an existing landscaped curb and gutter improvement, and Rancho Las Palmas Drive. The area to the east of the project site includes parking spaces, an existing sidewalk with curb and gutter improvements, and Bob Hope Drive. A traffic signal for the Bob Hope Drive and Rancho Las Palmas Drive intersection is located northeast of the project property. The area south and west of the project is characterized by paved parking spaces, similar to that currently found on the project site. Surrounding land use and zoning designations include High Density Residential and General Commercial to the north, Resort Hotel uses to the east, and General Commercial to the south and west. The proposed property lies within Rancho Mirage’s General Commercial (CG) land use and zoning designation. CG designations include a wide variety of commercial centers, specialty retail shops, clothing and jewelry stores, and a variety of personal service businesses. Small department stores may also be appropriate under this designation. Development may range from freestanding retail buildings and restaurants to planned commercial centers. Hotel and motels may also be appropriate on these lands. The project site is also included in District 1 of the Highway 111 East Specific Plan area. According to the City of Rancho Mirage, Highway 111 East is a one-mile increment of Highway 111, with 11 districts that will include residential, commercial, mixed use, public, office, and open space/park land uses. The project lies in District 1, Town Center. District 1 serves as heart of “Downtown” Rancho Mirage and accommodates commercial and public facility uses. Currently, The River shopping center occupies the entire District 1. The approximately 0.91-acre project proposes to develop a four-story hotel with 110 rooms, pool, two outdoor areas, 125 parking spaces (five ADA accessible stalls), and associated improvements. Development of the project will occur in one phase. The maximum building height of the proposed hotel will be 54 feet, with a total building area of 61,275 square feet. The table below shows the square footage and room number per hotel floor.

Proposed Hotel Area and Room No. Story Square Feet (sf) Rooms

1 15,513.5 22 2 15,534.5 34 3 15,534.5 34 4 14,693 20

Total 61,275 sf 110 rooms Per project design, the existing street frontages along Rancho Las Palmas (north) and Bob Hope Drive (east) would remain in its current condition. This frontage includes existing curb and gutter improvements, pedestrian sidewalks, and landscaping consisting of short hedges and palm trees. Landscaping proposed for the project would occur along the building frontages, at the vehicular entry point at Rancho Las Palmas Drive, at the guest drop-off area, and throughout the parking lot. Landscaping along the building frontages would include hedges, shrubs, and accents. Drought-tolerant shrubs and accents would be utilized throughout the landscaping. These shrubs and accents include natal plum varieties, blue bell bush, century plant, Parry’s agave, medicinal aloe, and yucca. Proposed


April 2021/Page 3

parking lot shading will consist of tall trees, such as Olive and Mesquite, to establish approximately 2,700 square feet, 32 percent, of shaded parking coverage. The building’s architecture will resemble modernist architecture, with designs including symmetrical and rectangular shapes. The exterior of the buildings will include exterior plaster and neutral-colored paint, that is both modern and complimentary to the natural desert environment. Proposed exterior building colors include beiges, browns, and greys. Building frontages will not be monotonous in design, and will incorporate angled fascia, various setbacks, columns, and large windows. Primary access to the project site is proposed to occur at the northwestern portion of the site from Rancho Las Palmas Drive, at the intersection of Eleanora Lane (north). This entry point leads to the proposed hotel entrance on the west side of the hotel building. Additional vehicular access to the hotel property would occur from the west and south, where existing entries occur at the intersection of Rancho Las Palmas Drive and San Jacinto Drive (alignment), and the Bob Hope Drive and Avenida Las Palmas intersection, respectively. Project architecture, landscape design, and additional associated improvements will be subject to review and approval by the City of Rancho Mirage. City Approval

• Preliminary Development Plan • Conditional Use Permit • Tentative Parcel Map • Parking Variance • Stories Variance

Land Use and Setting North: Office Buildings Zoned General Commercial (C-G), and Residential Homes Zoned High Density Residential

(R-H) East: Rancho Las Palmas, Zoned Resort Hotel (Rs-H), and Residential Zoned Low Density Residential (R-L-3) West: Post Office Zoned Institutional Post Office (P/PO), and The River Zoned General Commercial (C-G) South: The River shopping center Zoned General Commercial (C-G), and Rancho Las Palmas Shopping Center

Zoned Neighborhood Commercial (C-N)

N.T.S.

MSA CONSULTING, INC.

> PLANNING > CIVIL ENGINEERING > LAND SURVEYING

34200 Bob Hope Drive, Rancho Mirage, CA 92270

760.320.9811 msaconsultinginc.com

VICINITY MAPEXHIBIT

1THE RIVER HOTELINITIAL STUDY

CITY OFPALM

DESERT

SITE

CLANCY LANE

BOB

HOPE

DRI

VE

COUNTRY CLUB DRIVE

MO

NTE

REY

AV

ENUE

FRED WARING DRIVE

CITY OFRANCHOMIRAGE

PROJECT SITE

B O

B

H O

P E

D

R I

V E

APN: 684-440-039

R A N C H O L A S P A L M A S D R I V E

N.T.S.





AERIAL PHOTOGRAPHEXHIBIT

2THE RIVER HOTELINITIAL STUDY

N.T.S.





PROJECT SITE PLANTHE RIVER HOTELINITIAL STUDY

EXHIBIT

3


April 2021/Page 7

EVALUATION OF ENVIRONMENTAL IMPACTS: ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED: The environmental factors checked below would be potentially affected by this project, involving at least one impact that is a "Potentially Significant Impact" as indicated by the checklist on the following pages.

Aesthetics Agriculture and Forestry Resources Air Quality

Biological Resources Cultural Resources Energy

Geology /Soils Greenhouse Gas Emissions Hazards & Hazardous

Materials

Hydrology / Water Quality Land Use / Planning Mineral Resources

Noise Population / Housing Public Services

Recreation Transportation/Traffic Tribal Cultural Resources

Utilities / Service Systems Wildfire Mandatory Findings of

Significance DETERMINATION: On the basis of this initial evaluation (To be completed by the Lead Agency)

: ________________________________________________________ Signature: Jeremy Gleim, AICP, Development Service Director City of Rancho Mirage

__________________ Date:

I find that the proposed project COULD NOT have a significant effect on the environment, and a NEGATIVE DECLARATION will be prepared.

I find that although the proposed project could have a significant effect on the environment, there will not be a significant effect in this case because revisions in the project have been made by or agreed to by the project proponent. A MITIGATED NEGATIVE DECLARATION will be prepared.

I find that the proposed project MAY have a significant effect on the environment, and an ENVIRONMENTAL IMPACT REPORT is required.

I find that the proposed project MAY have a "potentially significant impact" or "potentially significant unless mitigated" impact on the environment, but at least one effect 1) has been adequately analyzed in an earlier document pursuant to applicable legal standards, and 2) has been addressed by mitigation measures based on the earlier analysis as described on attached sheets. An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects that remain to be addressed.

I find that although the proposed project could have a significant effect on the environment, because all potentially significant effects (a) have been analyzed adequately in an earlier EIR or NEGATIVE DECLARATION pursuant to applicable standards, and (b) have been avoided or mitigated pursuant to that earlier EIR or NEGATIVE DECLARATION, including revisions or mitigation measures that are imposed upon the proposed project, nothing further is required.


April 2021/Page 8

Environmental Checklist and Discussion: The following checklist evaluates the proposed project’s potential adverse impacts. For those environmental topics for which a potential adverse impact may exist, a discussion of the existing site environment related to the topic is presented followed by an analysis of the project’s potential adverse impacts. When the project does not have any potential for adverse impacts for an environmental topic, the reasons why there are no potential adverse impacts are described. 1. AESTHETICS -- Would the project:

Potentially Significant

Impact

Less Than Significant

with Mitigation Incorporation


Impact

No Impact

a) Have a substantial adverse effect on a scenic vista?

b) Substantially damage scenic resources, including, but not limited to, trees, rock outcroppings, and historic buildings within a state scenic highway?

c) In non-urbanized areas, substantially degrade the existing visual character or quality of public views of the site and its surroundings? (Public views are those that are experienced from publicly accessible vantage point). If the project is in an urbanized area, would the project conflict with applicable zoning or other regulations governing scenic quality?

d) Create a new source of substantial light or glare, which would adversely affect day or nighttime views in the area?

a) Less than Significant Impact. The perception and uniqueness of scenic vistas and visual character can

vary according to location and composition of its surrounding context. The subjective value of views is generally affected by the presence and intensity of neighboring man–made improvements, such as structures, overhead utilities, and landscaping, often in relation to the aesthetic quality offered by a natural background that may include open space, mountain ranges, or a natural landmark feature. The proximity and massing of structures, landscaping and other visual barriers interact with the visibility of surrounding environments to restrict or enhance the value of local scenic views. The evaluation of scenic vistas takes into consideration the physical compatibility of proposed projects in relation to land uses, transportation corridors, or other vantage points, where the enjoyment of unique vistas may exist, such as residential areas or scenic roads.

The project property, and the areas north, west, and south of the site, are located within the City of Rancho

Mirage’s Highway 111 East Specific Plan Area. The Highway 111 East Specific Plan Area is a one-mile increment of Highway 111, with 11 districts that will include residential, commercial, mixed use, public, office, and open space/park land uses. The project lies in District 1, Town Center. District 1 serves as heart of “Downtown” Rancho Mirage and accommodates commercial and public facility uses. Currently, The River shopping center occupies District 1. As previously stated, The River shopping center provides shopping, entertainment, and dining. The River shopping center includes shopping, dining, and entertainment uses, and includes a water feature throughout. The Highway 111 East Specific Plan regulates developmental aspects that impact scenic resources such as building mass and height.

The proposed project occupies approximately 0.91 acres of a 27.16-acre parcel, situated at the southwest

corner of Bob Hope Drive and Rancho Las Palmas Drive. The proposed project site is located on the northeastern portion of the parcel and has been previously developed. In its existing condition, the project property operates as a paved parking lot for The River shopping center. The site exhibits a predominantly flat topography with parking stalls, light fixtures, landscaped islands. The islands are landscaped with trees


April 2021/Page 9

for parking shade. Rancho Las Palmas Drive and Bob Hope Drive lie north and east of the project site, respectively. The street frontages are developed with curb and gutter improvements, pedestrian sidewalks, and landscaping.

The project is located within the City’s General Commercial (CG) land use and zoning designation, and

includes a developed land to the south, west, north, and east. The project site currently operates as a parking lot for the existing River Shopping Center. The exhibit below displays the existing onsite conditions.

Exhibit I-1 Existing Site Conditions

The project property is located at the southwest corner of Bob Hope Drive and Rancho Las Palmas Drive. From the project property, the Santa Rosa Mountains are visible to the west and southwest, however, existing buildings landscaping and manmade features partially obstruct the viewshed. Views of the San Jacinto Mountains to the northwest are obstructed by the Santa Rosa Mountains. To the northeast and east, views of the Little San Bernardino Mountains are distant and largely obstructed by exiting walls, trees, and structures. Additional obstructions associated with the surrounding properties include perimeter walls, hedges, planted trees of various sizes, and traffic lights. The properties to the west, north, east, and south of the project, and their views of the scenic vistas are discussed in further detail below. Existing viewsheds from the proposed hotel property are illustrated in Exhibit I-2. West As previously stated, the project site is located on the northeast corner of The River shopping center property. The project site, and the area west of the project, operates as a parking area for The River shopping center. The parking areas are defined by asphalt surfaces, landscaping with trees and ground coverings, and light posts. Distant buildings and the Santa Rosa Mountains can also be observed from the project property to the west, as shown in Exhibit I-2(a). North


April 2021/Page 10

Rancho Las Palmas Drive, office buildings, and a residential community (Desert Village) lies north of the project site. The uses north of the property are separated from the project by open space and Rancho Las Palmas Drive. The perimeter of the existing residential community is delineated by a block wall. From these properties, views of the Santa Rosa Mountains to the south are visible, however, existing landscaping, buildings, and manmade structures partially obstructs the view of the Mountains. Motorists driving on Rancho Las Palmas Drive can view the Santa Rosa Mountains with similar obstructions. Looking from the north, from the project property, views of the Little San Bernardino Mountains are obstructed by existing buildings and landscaping. However, distant views of the Little San Bernardino Mountains can be observed at the height of 48 feet (fourth floor of the hotel), as displayed in Exhibit I-2(b). Existing structures and landscaping obstruct the views of the Mountains to the north.

East Bob Hope Drive and the Omni Rancho Las Palmas Spa and Resort (Omni Resort) lies east of the project property. The perimeter of the existing Omni Resort is delineated by a block wall. Views of the Santa Rosa Mountains to the west are visible from the eastern portion of the property, the Omni Resort and motorists driving along Bob Hope Drive. Similar to the north-lying properties, the Santa Rosa Mountains are partially obstructed from the east-lying properties by existing landscaping, buildings, and manmade structures. Facing east from the project, views of distant mountains can be observed, however, they are largely obstructed by existing buildings (including the Omni Resort) and landscaping. See Exhibit I-2(c). South Buildings and structures associated with The River shopping center includes the two-story shopping center building, single-story Post office building, water features, asphalt parking areas, solar panel-covered parking spaces, landscaping, and light posts. These structures are located south and southwest of the project site. Views of Santa Rosa Mountains would not be obstructed by the project property. See Exhibit I-2(d).

Exhibit I-2 Views from Hotel


April 2021/Page 11

Exhibit I-2(a) Views from Hotel to the West at 48 Feet (Height)

*Error in image text, 1 is “Looking West at 48 ft Height”

Exhibit I-2(b) Views from Hotel to the North at 48 Feet (Height)


April 2021/Page 12

Exhibit I-2(c) Views from Hotel to the East at 48 Feet (Height)

Exhibit I-2(d) Views from Hotel to the South at 48 Feet (Height)

*Error in image text, 4 is “Looking South at 48 ft Height”


April 2021/Page 13

As displayed in Exhibits I-2(a) and I-2(d), areas immediately west and south of the project includes parking areas associated with The River shopping center. Existing viewsheds for the properties west and south of the project (facing west and south) consist of the Santa Rosa Mountains. Views, when orientated towards the project from the southern and western properties (facing east and north), currently consists of the existing residential, resort, and commercial developments in the surrounding areas as well as existing manmade features, such as traffic and utility infrastructure and landscaping. Scenic vistas north and east of the project are not viewed from the southern and western properties due to the distant of potential scenic vistas and existing infrastructure (buildings and landscaping). Therefore, development of the project would not obstruct scenic vistas from the properties that lie south and west of the project site. Proposed Viewshed The project proposes a four-story hotel on the southwest corner of Bob Hope Drive and Rancho Las Palmas Drive. Depending on viewpoint of the observer, the hotel will partially obstruct the views of the Santa Rosa Mountains from the existing properties north and east of the project. As previously mentioned, due to the project’s orientation, the hotel is not anticipated to obstruct the natural scenic vistas (i.e., the Santa Rosa Mountains) observed by the southern and western properties. Exhibit I-3 shows a visual simulation of the hotel’s impact on the existing view at ground level from the residential community to the north (“Desert Village” and indicated as “1” in the exhibit), and the Omni Resort to the east (indicated as “2” in the exhibit).

Exhibit I-3 Visual Simulation

The Santa Rosa Mountains contribute to the scenic viewshed observed by the residential community north of the project site. The view of the Mountains from the residential community is observed towards the south. Per the exhibit, the Santa Rosa Mountains would still be visible to a person observing the scenic vista from the north-lying residential community (“1” in Exhibit I-3). However, the Mountains would be partially obstructed by the project, due to the hotel’s height and scale. Although the hotel may slightly obstruct views of the Mountains from residents and pedestrians observing from areas north of the project, the residential


April 2021/Page 14

community is buffered from the project by an open space area, a 6-foot wall, and parking structures (i.e., shaded car ports) (see Exhibit I-2(b)). Additionally, no windows, patios, or pools associated with the residential community face the project. Therefore, project-related impacts regarding public viewshed from the properties to the north would be less than significant. The Santa Rosa Mountains contribute to the scenic vista observed by the east-lying property, the Omni Resort. The view of the Mountain from the Omni Resort is observed to the west and south. From the Omni Resort, views of the Mountain would be partially obstructed by the project at ground level, as illustrated in Exhibit I-3. However, due to the project’s distance from the east-lying property, impacts of the project regarding the existing scenic vista would be less than significant. Additionally, parking, offices, conference facilities, and porte-cochere associated with the Omni Resort face the proposed hotel. All guest facilities are oriented away from the project, and no guest rooms have views towards the project. Therefore, development of the project would not significant impact the views observed from the Omni Resort. Impacts would be less than significant. In addition to the foregoing, the project property is currently absent of any historic buildings, structures or other former permanent improvements that would hold any aesthetic value. Based on the existing conditions of the project property and the surrounding area, it is likely that historic buildings, structures, or other former permanent improvements were not present on the project site. Overall, impacts would be less than significant.

Mitigation: None b) Less than Significant Impact. The purpose of the State Scenic Highway Program is to preserve and protect

scenic State highway corridors from change that would diminish the aesthetic value of lands adjacent to highways. State highways can be officially designated as Scenic Highways or be determined to be eligible for designation. The status of a state scenic highway changes from eligible to “officially designated” when a local jurisdiction adopts a scenic corridor protection program, and the California Department of Transportation (Caltrans) approves the designation as a Scenic Highway. Based on the Caltrans status map of scenic highway designations, Highway 111 is considered an Eligible State Scenic Highway, but is not officially designated. Highway 111 is located approximately 900 feet west of the proposed project. Based on the Circulation Element of the Riverside County General Plan, the project is not located within close proximity to any designated state or county scenic highway. Therefore, no impacts to those resources are anticipated.

According to the Rancho Mirage General Plan, Bob Hope Drive is a City-designated scenic roadway. Currently, motorists and pedestrians traveling south on Bob Hope Drive have generally unobstructed views of the Santa Rosa Mountains, apart from the existing landscaping, infrastructure, and buildings. To motorists traveling south along Bob Hope Drive, the Santa Rosa Mountains are largely obstructed by landscaping features until approximately 330 feet north of the proposed project, where the row of landscaped trees stop, and the visual obstructions become limited. The four-story hotel project would continue to obstruct the views of the Santa Rosa Mountains from motorists for a brief period of time, until they are able to pass the hotel (approximately 150 additional feet). The proposed project would obstruct the views of the Santa Rosa Mountains from motorists and pedestrians traveling south on Bob Hope Drive for approximately 480 feet, until they are able to pass the hotel. Although the project would obstruct these views, it will be brief, thus resulting in less than significant impacts.

Additionally, the property does not contain any landmarks such as trees or historic buildings, and based on

historical maps, the project property has maintained a developed condition, and as such, is absent of any historic buildings, structures or other former permanent improvements that would hold any aesthetic value. Furthermore, the project is not located within close proximity to any designated scenic highways as identified by Caltrans or the County of Riverside General Plan. Therefore, the proposed project would not


April 2021/Page 15

result in adverse impacts to scenic resources adjacent to, or in close proximity to state scenic highway or other local transportation corridors. Less than significant impacts are expected.

Mitigation: None c) Less than Significant Impact. The proposed project is located in an urbanized area within the City of

Rancho Mirage. Areas surrounding the project site are developed and consist of office buildings and a residential community to the north, the Omni Resort to the east, The River shopping center to the south, and parking areas associated with The River shopping center to the south and west. These developed areas include well-maintained landscaping, building frontages, public and pedestrian areas, and roadways. The existing land uses contribute to the scenic quality of the area. In its existing condition, the project property operates as a paved parking lot for The River shopping center. The site exhibits a predominantly flat topography with parking stalls, light fixtures, and landscaped islands. The landscape in the parking area consist of tall trees to provide shade for the parking spaces and pedestrians. Rancho Las Palmas Drive and Bob Hope Drive lie north and east of the project site, respectively. The street frontages are developed with curb and gutter improvements, pedestrian sidewalks, a traffic signal, and landscaping.

The scenic/design quality in the project area, and areas north, west, and south of the site, is governed by the Highway 111 East Specific Plan (approved in 2014). The Highway 111 East Specific Plan (referred to as “Specific Plan” and "SP” henceforth) was established for the eastern portion of the Highway 111 corridor, which, when approved in 2014, updated the 1990 Highway 111 West Specific Document. The Specific Plan acts as a regulatory document intended to implement policies of the City’s General Plan, Community Economic Development Strategy, and other applicable planning documents. Emphasis given to recommendations and implementation measures encouraging the development of certain land use and circulation components and, the establishment of development criteria equal with quality and economic success are established in the Specific Plan. The Specific Plan is intended to facilitate and assist the development process while assuring quality development.

The Highway 111 East Specific Plan area includes eleven districts which consists of residential, commercial, mixed use, public, office, and open space/park land uses. The project lies in District 1, Town Center, and serves as heart of “Downtown” Rancho Mirage accommodating commercial and public facility uses. The land use concept for District 1 is established to set the land use standard for quality design and to create a major identity statement for Rancho Mirage. Currently, The River shopping center occupies District 1. The River shopping center provides shopping, entertainment, and dining uses, and includes a water feature throughout. Development regulations and design guidelines, established in Section 3 and 4 of the Specific Plan (respectively), provide standards that govern the scenic quality in the Specific Plan area. The goals of Section 3 of the SP, Development Regulations, are to guide development within the planning districts so as to ensure that each individual development project contributes to the goals and objectives for the entire district. The regulations for the Specific Plan area are intended to provide economic opportunities, establish land uses and development standards, encourage redevelopment and rehabilitation to older land uses, improve the visual and functional attributes of the SP area, and establish a sense of place while maintaining consistency. In order to achieve the goals, Section 3 of the Specific Plan establishes design considerations for the SP area. Table I-1 outlines the eight design considerations outlined in Section 3, and the project’s consistency with the design considerations.


April 2021/Page 16

Table I-1 Project Consistency with Highway 111 East Specific Plan Design Considerations

Design Considerations Project Consistency The proposed development shall be of a quality and character which is consistent with the community design goals and policies including but not limited to scale, height, bulk, materials, cohesiveness, colors, roof, pitch, roof eaves and the preservation of privacy.

The project proposes a high-quality hotel at The River shopping center. The project will include desert modern architecture and colors to maintain consistency with the existing community design and the natural environment. Project design will be reviewed by the City of Rancho Mirage to ensure consistency. Scale: The project will develop a four-story hotel with 110 rooms, pool, two outdoor areas, 125 parking spaces (five ADA accessible stalls), and associated improvements. The scale of the project would result in the most efficient use of the parcel size and shape. The scale of the additional infrastructure, i.e., lighting features, landscaping, etc., will be consistent with the surrounding area. Height: The maximum building height of the proposed hotel will be 54 feet. Bulk: The building mass will be consistent with the building mass in the River shopping center. The mass will be sized appropriately to ensure the four-story, 110-room hotel fits within the approximately 1-acre site. Materials: High performance building materials such as tile, metal roof and fascia, and plaster may be utilized as part of the design of the project building. Cohesiveness: Similar to The River shopping center, the building’s architecture will resemble modernist architecture, with designs including symmetrical and rectangular shapes. Colors: The exterior of the buildings will include exterior plaster and neutral-colored paint, that is both modern and complimentary to the natural desert environment. Proposed exterior building colors include beiges, browns, and greys.

The design shall improve community appearance by avoiding excessive variety and monotonous repetition.

The proposed hotel frontages will not be monotonous in design. The façades will include setbacks, insets, and overhangs which create interest when viewed from the various angles. See Exhibit I-4.

Proposed signage and landscaping shall be an integral architectural feature which does not overwhelm or dominate the structure or property.

Landscaping will consist of trees, shrubs, and accent planting, such as olive, mesquite, palm tree, blue bell bush, Japanese privet, century plant, agave, aloe, and yucca. The landscaping will be drought-tolerant and consistent with the existing landscape design currently at The River shopping center. Project landscaping will not overwhelm or dominate the proposed hotel structure.


April 2021/Page 17

Lighting shall be stationary and deflected away from all adjacent properties and public streets and rights-of-way.

See discussion d) for in-depth analysis of project lighting and glare. The project shall comply with this design consideration.

With the intent of protecting sensitive land uses, proposed design shall promote a harmonious and compatible transition in terms of scale and character between areas of different land uses.

The project is located in a developed area of the City. Land uses includes commercial and residential to the north, resort uses to the east, and commercial uses to the west and south. Resort/hotel developments, such as the project, are compatible and permitted in District 1 of the SP area with the submittal and approval of a Conditional Use Permit.

All building elevations shall be architecturally treated.

Building elevations will be architecturally treated. Materials proposed for the project frontages includes plaster, metal porcelain tiles, and clear anodized aluminum, in a color scheme complimenting the natural desert environment. The proposed colors include beiges, browns, greens, and orange. See Exhibit 1-4.

Parking structures shall be architecturally compatible with the primary structure.

Not applicable. Parking structures are not proposed as part of the project. 125 parking spaces are proposed for the project and will be similar to the spaces currently found on the project site.

Both sides of all perimeter walls or fences shall be architecturally treated.

Not applicable.

Exhibit I-4

Hotel Frontage, Bob Hope South View

Section 4, Design Guidelines, of the Specific Plan emphasizes certain key design elements which will contribute significantly to the visual order and consistency of the entire Specific Plan area. The guidelines express the desired character of future development. The design features subject of Section 4 includes site planning, architecture, landscape design, hardscape elements, parking, and signage lighting. The intent of the guidelines must be met for a project to be approved during the Development Plan Review process. The Design Guidelines in the SP are intended to be flexible and are illustrative in nature in order to respond to changes in the market or community.


April 2021/Page 18

The project site, located at the southwest corner of Bob Hope Drive and Rancho Las Palmas Drive, currently operates as a paved parking lot associated with The River shopping center. The project proposes a hotel building with desert contemporary architecture, and associated landscaping. The conversion of the parking lot to a hotel will provide the City with a resort facility to support the City’s resort community and economy. The hotel’s architecture is designed as desert contemporary, with varying orientations, heights, and setbacks. Massing design provides sun protection for glazing, and the main entry. The maximum building height is proposed to be 54 feet. Per the Highway 111 East Specific Plan, maximum building heights within District 1 are permitted to be 2 stories or 60 feet. The overall height of the project complies because it is less than 60 feet in height. However, the project will submit a variance application for review by the City of Rancho Mirage, because the maximum number of building stories listed within the standards within the Highway 111 East Specific Plan is being exceeded. Per project design, street frontages will include desert landscaping consisting of drought-tolerant trees, shrubs, ground covers, and accent plants. Landscaped areas currently exist along the Rancho Las Palmas and Bob Hope Drive street frontages. These areas were fully landscaped by 2002, with the development of The River shopping center. Landscaping along these frontages includes low hedges and palm trees, as well as a meandering sidewalk and utility infrastructure. Monumental signage, a landscaped flowerbed, and traffic signals occur at the intersection of Rancho Las Palmas Drive and Bob Hope Drive. Changes to the existing landscape along Rancho Las Palmas Drive and Bob Hope Drive will not occur. As previously stated, landscaping proposed for the project will occur at the project entry (on Rancho Las Palmas Drive), throughout the parking areas, and along the building frontages. Landscaping will consist of trees, shrubs, and accent planting, such as olive, mesquite, palm tree, blue bell bush, Japanese privet, century plant, agave, aloe, and yucca. The landscaping will be drought-tolerant and consistent with the existing landscape design currently at The River shopping center. Access to the hotel will occur at Rancho Las Palmas Drive. Landscaping at this entry will include shrubs and accent plantings. The entrance to the hotel building will includes a porte cochere with concrete pavers, landscaping, benches, and decorative pots for guests entering and leaving the building. Project parking spaces will occur north, east, south and west of the hotel building, in areas that currently serve as parking spaces. The project will provide 125 parking spaces (5 stalls ADA accessible). Landscape improvements will occur along the frontage of the proposed building and throughout the parking areas. The development of the hotel will be consistent with the development regulations and design guidelines established in the Specific Plan. Project architecture, landscape design, and additional associated improvements will be subject to review and approval by the City of Rancho Mirage. Therefore, less than significant impacts are anticipated.

Mitigation: None

d) Less than Significant Impact. The project property, located on the southwest corner of Bob Hope Drive and Rancho Las Palmas Drive, currently operates as a parking lot for The River shopping center. The River shopping center is located southwest of the project and includes two-story and one-story buildings for retail, dining, and entertainment businesses. The project property is located in an urban and developed context within the City of Rancho Mirage. The developed nature of the project site and surrounding areas largely contributes to the ambient lighting in the area. On the project property, existing post-mounted, downward-oriented light poles contribute to the ambient light onsite. These fixtures are also located along the Bob Hope Drive frontage, east of the project, the Rancho Las Palmas Drive frontage, north of the project, and throughout the existing parking lot west and south of the project, to provide nighttime illumination for pedestrians.


April 2021/Page 19

Existing offsite sources of light and glare near the project are primarily attributed to the existing offices and residential developments north of the project, the Omni Rancho Las Palmas Spa and Resort (“Omni Resort”) east of the project, and The River shopping center south and southwest of the project. The lighting utilized for northern properties (office buildings and residential community) typically consists of low-intensity, wall-mounted or post-mounted, downward-oriented fixtures illuminating sidewalks, doorways, outdoor areas, signs, landscaping, and parking lots. Rancho Las Palmas, east of the site, is a resort facility with monument signage and lighting, wall-mounted lighting, landscaping lighting, post-mounted lighting in the parking areas, and lighting throughout the facility. The River shopping center, south and southwest of the project, houses multiple dining venues, a movie theater, retail storefronts, a post office, and a water feature through the property. Nighttime lighting at The River shopping center includes post-mounted lights, wall-mounted lights, outdoor string lights, landscape lighting, lights at building entrances, lighting throughout and along sidewalks, directional lighting, and lighting around the water features. Vehicular traffic on Bob Hope Drive and Rancho Las Palmas Drive and associated traffic infrastructure also contributes to existing nighttime ambient lighting in the area. The Bob Hope Drive and Rancho Las Palmas Drive intersection, located northeast of the project property, is equipped with a traffic signal. Additional lighting includes lighting fixtures along pedestrian pathways, and lighting for existing landscape features. Highway 111 is a major arterial in the City of Rancho Mirage and acts as a regional roadway that connects the cities within the Coachella Valley. Highway 111 lies approximately 900 feet west of the proposed project property and contributes to both daytime and nighttime ambient lighting in the area due to the number of cars that utilize Highway 111. Vehicular traffic along the surrounding roadways also contribute to day-time glare in the area.

The proposed hotel development includes a four-story structure with supporting infrastructure and

amenities that will not have highly reflective construction materials or other conditions that would cause substantial daytime or nighttime glare. The proposed building finishes, which primarily consist of exterior plaster and other complimentary materials, are expected to have low solar reflectivity. High performance building materials such as tile, metal roof and fascia, and plaster may be utilized as part of the design of the project building. These materials are non-reflective, and glare would be less than significant. The proposed hotel is expected to have natural and earth-tone finishes which do not have highly reflective properties or other conditions that would cause substantial daytime or nighttime glare. The natural and earth-tone color scheme proposed for the project includes beiges, browns, olive-greens, with an orange accent color. The proposed landscaping and building setbacks will function as a visual screen to soften the visibility of buildings from the streets. The proposed hotel’s windows will be inset to reduce glare generated from the window’s surface. The external shading provided by the inset architectural feature provides shading to the wall as well as the windows, reducing sunlight reflecting from the building surface.

Per the project photometric plan, the project proposes approximately 28 post-mounted lighting fixtures in proximity to the project to illuminate building frontages and parking spaces. Twelve ceiling-mounted light fixtures are proposed to illuminate the vehicular drop off and pick up area outside of the lobby entrance. All fixtures will be downward-oriented to restrict the amount of light exiting the property’s boundary. Proposed illumination, or light intensity is measured in foot-candles in the project-specific photometric plan. A foot-candle is defined as enough light to saturate a one-foot square with one lumen of light. Per the photometric plan, the light fixtures proposed along the project’s eastern boundary, adjacent to Bob Hope Drive, are not projected to exceed 0-foot-candles adjacent to the existing roadway. Light fixtures adjacent to Rancho Las Palmas Drive are not projected to exceed 1.3-foot-candles. The proposed light fixtures will illuminate the existing sidewalk on Bob Hope Drive. Pedestrian sidewalks do not occur along Rancho Las Palmas Drive, adjacent to the project. Lighting on the western and southern property boundaries will be consistent with the fixtures currently found in the project area and parking areas for The River shopping center, to provide illumination for pedestrians walking to their cars.

The project’s lighting is expected to implement low intensity nighttime illumination to highlight elements


April 2021/Page 20

of the project and contribute to an enhanced streetscape setting. The project will provide various forms of lighting to adequately illuminate the parking areas, entrances, signage, walkways, and other project features for security purposes. The use of exterior light fixtures will be made compatible with the architectural style and materials of the buildings. In compliance with the Chapter 17.18.050 of the Rancho Mirage Municipal Code, the proposed lighting must be situated to prevent emissions of glare or light beyond the property line. Moreover, the proposed lighting is not permitted to blink, flash, or be of unusually high intensity or brightness. All fixtures shall be appropriate in scale, intensity, and height to the uses they are serving. Additionally, lighting guidelines are established in Section 4, Design Guidelines, in the Highway 111 East Specific Plan (“Specific Plan”). The Specific Plan established standards regarding parking lot and pedestrian lighting, architectural lighting, and landscape lighting. All exterior lighting at the project site will be conditioned to be Dark-Sky compliant, in order to reduce the amount of light emitted at the project site at night. This will keep the night skies in the City of Rancho Mirage visible to residents and visitors. Riverside County Ordinance Number 655 regulates light pollution in the County. Ordinance No. 655 restricts the permitted use of certain light fixtures emitting into the night sky undesirable light rays which have a detrimental effect on astronomical observation and research. The project will be required to comply to the County standards. The project shall follow the standards outlined in the Municipal Code and Specific Plan.

Overall, project impacts to lighting and glare are anticipated to be less than significant.

Mitigation: None


April 2021/Page 21

2. AGRICULTURE AND FORESTRY RESOURCES – In determining whether impacts to agricultural resources are significant environmental effects, lead agencies may refer to the California Agricultural Land Evaluation and Site Assessment Model (1997) prepared by the California Dept. of Conservation as an optional model to use in assessing impacts on agriculture and farmland. In determining whether impacts to forest resources, including timberland, are significant environmental effects, lead agencies may refer to information compiled by the California Department of Forestry and Fire Protection regarding the state’s inventory of forest land, including the Forest and Range Assessment project; and forest carbon measurement methodology provided in Forest Protocols adopted by the California Air Resources Board. Would the project:


Impact




Impact

No

Impact

a) Convert Prime Farmland, Unique Farmland, or Farmland of Statewide Importance (Farmland), as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agency, to non-agricultural use?

b) Conflict with existing zoning for agricultural use, or a Williamson Act contract?

c) Conflict with existing zoning for, or cause rezoning of forest land, timberland, or timberland zoned Timberland Production?

d) Result in the loss of forest land or conversion of forest land to non-forest use?

e) Involve other changes in the existing environment which, due to their location or nature, could result in conversion of Farmland, to non-agricultural use or conversion of forest land to non-forest use?

Source: Farmland Mapping and Monitoring Program, California Department of Conservation, accessed March 2020. Rancho Mirage General Plan 2017. a-e) No Impact. The proposed project will not disturb or convert any designated farmland or other form of

agricultural resources. According to the 2016 California Farmland Mapping and Monitoring Program the proposed project is located in a portion of Rancho Mirage designated as Urban and Built-Up Land. Urban and Built-Up Land is occupied by structures with a building density of at least 1 unit to 1.5 acres, or approximately 6 structures to a 10-acre parcel. Common examples include residential, industrial, commercial, institutional facilities, cemeteries, airports, golf courses, sanitary landfills, sewage treatment, and water control structures. The subject site and the properties on all sides of the project are classified as Urban and Built-Up Land. The City of Rancho Mirage is primarily defined by Urban and Built-Up Land and land designated as Other.

The project site is not located in an existing zoning for agricultural use or classified as farmland. The City General Plan designates the subject property with a zoning of General Commercial (CG), which is applied to areas appropriate for a variety of smaller commercial centers, specialty retail shops, including, but not limited to, a broad range of specialty retail shops, clothing and apparel, jewelry stores, and personal service businesses on sites generally two to eight acres in size. According to the Williamson Act 2015-16 Status Report, no portion of the land within or near a one-mile radius is recognized as a Williamson Act Contract area. Furthermore, no forest land, timberland, or


April 2021/Page 22

Timberland Production zone occurs on the project site or in the surrounding areas. The proposed project will not impact or remove land from the City or the County’s agricultural reserve. No impacts are expected.

Mitigation: None


April 2021/Page 23

3. AIR QUALITY – Where available, the significance criteria established by the applicable air quality management district or air pollution control district may be relied upon to make the following determinations. Would the project:


Impact




Impact

No

Impact

a) Conflict with or obstruct implementation of the applicable air quality plan?

b) Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment under an applicable federal or state ambient air quality standard?

c) Expose sensitive receptors to substantial pollutant concentrations?

d) Result in other emissions (such as those leading to odors adversely affecting a substantial number of people?

Sources: The River Air Quality, Global Climate Change, and Energy Impact Analysis, by Ganddini Group, Inc., November 2020; Final 2016 Air Quality Management Plan (AQMP), by SCAQMD, March 2017; Final 2003 Coachella Valley PM10 State Implementation Plan (CVSIP), by SCAQMD, August 2003; Analysis of the Coachella Valley PM10 Redesignation Request and Maintenance Plan, by the California Air Resources Board, February 2010; California Emissions Estimator Model (CalEEMod), Version 2016.3.2.

a) Less than Significant Impact. Existing Air Quality Setting and Regulatory Framework:

The project site and its Coachella Valley regional context are situated within the Riverside County portion of the Salton Sea Air Basin (SSAB), under jurisdiction of the South Coast Air Quality Management District (SCAQMD). Existing air quality in relation to the applicable air quality standards for criteria air pollutants is measured at established air quality monitoring stations throughout the SCAQMD jurisdiction. The three permanent ambient air quality monitoring stations in the Coachella Valley are located in Palm Springs (AQS ID 060655001), Indio (AQS ID 060652002), and Mecca (Saul Martinez - AQS ID 060652005).

To comply with the National Ambient Air Quality Standards (NAAQS) and California Ambient Air Quality Standards (CAAQS), SCAQMD has adopted an Air Quality Management Plan (AQMP), which is updated regularly with strategies to effectively reduce emissions, accommodate growth, and minimize any negative fiscal impacts of air pollution control on the economy. The most current version of the AQMP (2016 AQMP) was released in March of 2017 to continue serving as a regional blueprint for achieving the federal air quality standards. The 2016 AQMP includes the most current strategies to meet the air quality standards and ensure that public health is protected to the maximum extent feasible. It also includes a comprehensive analysis of emissions, meteorology, atmospheric chemistry, regional growth projections, and the impact of existing control measures is updated with the latest data and methods. Moreover, 2016 AQMP provides guidance for the State Implementation Plans (SIP) for attainment of the applicable ambient air quality standards.

Particulate Matter (PM10):

As indicated in the 2016 AQMP, the Coachella Valley is currently designated as a serious nonattainment area for PM10 (particulate matter with an aerodynamic diameter of 10 microns or less). In the Coachella Valley, the man-made sources of PM10 are attributed to direct emissions, industrial facilities, and fugitive dust resulting from unpaved roads and construction operations. High-wind natural events are also known contributors of PM10. The Clean Air Act (CAA) requires those states with nonattainment areas to prepare


April 2021/Page 24

and submit the corresponding State Implementation Plans (SIPs) to demonstrate how these areas will attain the National Ambient Air Quality Standards (NAAQS). The implementation strategies include modeling, rules, regulations, and programs designed to provide the necessary air pollutant emissions reductions.

Pertaining to PM10 attainment, the Final 2003 Coachella Valley PM10 State Implementation Plan (CVSIP) was approved by the U.S. Environmental Protection Agency (EPA) on December 14, 2005. It incorporated updated planning assumptions, fugitive dust source emissions estimates, mobile source emissions estimates, and attainment modeling with control strategies and measure commitments. Some of those measures are reflected in SCAQMD Rules 403 and 403.1, which are enacted to reduce or prevent man-made fugitive dust sources with their associated PM10 emissions. The CVSIP established the controls needed to demonstrate expeditious attainment of the standards such as those listed below:

• Additional stabilizing or paving of unpaved surfaces, including parking lots; • A prohibition on building new unpaved roads; • Requiring more detailed dust control plans from builders in the valley that specify the use of more

aggressive and frequent watering, soil stabilization, wind screens, and phased development (as opposed to mass grading) to minimize fugitive dust;

• Designating a worker to monitor dust control at construction sites; and • Testing requirements for soil and road surfaces.

On February 25, 2010, the ARB approved the 2010 Coachella Valley PM10 Maintenance Plan and transmitted it to the U.S. EPA for approval. With the recent data being collected at the Coachella Valley monitoring stations, consideration of high-wind exceptional events, and submittal of a PM10 Re-designation Request and Maintenance Plan, a re-designation to attainment status of the PM10 NAAQS is deemed feasible in the near future according to the 2016 AQMP. Chapter 7.01 (Control of PM10, Fugitive Dust and Other Emissions) of the Rancho Mirage Municipal Code has been enacted to establish the minimum requirements for construction and demolition activities and other specified sources in order to reduce man-made fugitive dust and the corresponding PM10 emissions. These requirements are compiled into a required Local Area Quality Management Plan (LAQMP), the objective of which is to enforce the performance standards included in the Coachella Valley Dust Control Handbook, which has been prepared in accordance with CVSIP and SCAQMD Rule 403 and 403.1 referenced above. Ozone and Ozone Precursors:

The Coachella Valley portion of the Salton Sea Air Basin (SSAB) is deemed to be in nonattainment for the 1997 8-hour ozone standard. Coachella Valley is unique in its geography due to its location downwind from the South Coast Air Basin (SCAB). As such, when high levels of ozone are formed in the South Coast Air Basin, they are transported to the Coachella Valley. Similarly, when ozone precursors such as nitrogen oxides (NOx) and volatile organic compounds (VOCs) are emitted from mobile sources and stationary sources located in the South Coast Air Basin, they are also transported to the Coachella Valley. It is worth noting that SCAQMD deems that local sources of air pollution generated in the Coachella Valley have a limited impact on ozone levels compared to the transport of ozone precursors generated in SCAB.

The U.S. EPA classifies areas of ozone nonattainment (i.e., Extreme, Severe, Serious, Moderate or Marginal) based on the extent to which an area exceeds the air quality standard for that pollutant. The higher the exceedance level, the more time is allowed to demonstrate attainment in recognition of the greater challenge involved. However, nonattainment areas with the higher classifications are also subject to more stringent requirements. In the 2016 AQMP, the attainment target date for the 1997 8-hour ozone standard was listed as June 15, 2019. However, based on recent data for higher levels of ozone experienced in 2017 and 2018, it was determined that the Coachella Valley region could not practically attain the said standard


April 2021/Page 25

by the established deadline. Given that additional time is needed to bring the Coachella Valley into attainment of the ozone standard, SCAQMD submitted a formal request to the United States Environmental Protection Agency (U.S. EPA) to reclassify the Coachella Valley from Severe-15 to Extreme nonattainment, with a new attainment date of June 15, 2024. The reclassification ensures that the Coachella Valley will be given the needed extension to make attainment feasible and prevent the imposition of the non-attainment fees on major stationary sources. This process would also require SCAQMD to develop or update the State Implementation Plan (SIP) documentation to demonstrate how the area will meet the standard on or before June 15, 2024.

SCAQMD continues to reduce ozone and improve air quality in the Coachella Valley, in part by providing more than $50 million in grant funding towards paving dirt roads and parking lots, clean energy projects and cleaner vehicles. Future emission reductions anticipated to occur in the South Coast Air Basin associated with current and planned regulations on mobile and stationary sources are expected to contribute to improvements in ozone air quality in the Coachella Valley and lead to attainment of the standard.

Regional Significance Threshold Criteria:

To assist lead agencies in determining the significance of air quality impacts, SCAQMD has established short-term construction-related and long-term operational impact significance thresholds for direct and indirect impacts on air quality. Table III-1 displays the established construction and operational daily significance thresholds to which the air emissions results are measured against. The project-specific construction and operational emissions results are subsequently analyzed and quantified.

Table III-1 SCAQMD’s Air Quality Significance Thresholds

(Pounds/Day)

Emission Source CO VOC NOx SOx PM10 PM2.5 Construction or

Operation

550

75

100

150

150

55 Source: Air Quality Analysis Guidance Handbook, Chapter 5.

Prepared by the South Coast Air Quality Management District. www.aqmd.gov/ceqa/hndbk.html Localized Significance Threshold Criteria: SCAQMD has also developed and published methodology to help identify potential impacts that could contribute or cause localized exceedances of the federal and/or state ambient air quality standards (NAAQS/CAAQS). This criteria forms part of the Final Localized Significance Threshold (LST) Methodology, which was developed in response to environmental justice and health concerns raised by the public regarding exposure of individuals to criteria pollutants in local communities. The purpose of analyzing LSTs is to determine whether a project may generate significant adverse localized air quality impacts in relation to the nearest exposed sensitive receptors, such as schools, churches, residences, hospitals, day care facilities, and elderly care facilities. LST thresholds represent the maximum emissions from a project that will prevent an exceedance of the most stringent applicable federal or state ambient air quality standard at the nearest sensitive receptor, taking into consideration ambient concentrations in each source receptor area (SRA), project, size, and distance to the sensitive receptor. Therefore, meeting the lowest allowable emissions thresholds translates to meeting the most stringent air quality standards for a project locality. As part of the LST methodology, SCAQMD has divided its jurisdiction into 37 source receptor areas (SRAs) which can be used to determine whether a project may generate significant adverse localized air quality impacts. The proposed development is located in SRA 30, which covers the Coachella Valley and City of Rancho Mirage. LSTs only apply to certain criteria pollutants: carbon dioxide (CO), oxides of

http://www.aqmd.gov/ceqa/hndbk.html


April 2021/Page 26

nitrogen (NOx) particulate matter equal to or less than 10 microns in diameter (PM10), and particulate matter equal to or less than 2.5 microns in diameter (PM2.5). Methodology: On November 12, 2020 Ganddini Group, Inc. completed The River Air Quality, Global Climate Change, and Energy Impact Analysis that serves as the basis for the findings in this Air Quality section. To quantify the project-specific emissions, the report relied on the most current version of the California Emissions Estimator Model™ (CalEEMod Version 2016.3.2), which is computer software developed for SCAQMD in conjunction with the California Air Pollution Control Officers Association (CAPCOA) and other California air districts. CalEEMod serves as an adopted platform to calculate both construction emissions and operational emissions from land use projects. CalEEMod can be used to calculate criteria pollutants and greenhouse gases. CalEEMod utilizes widely accepted methodologies for estimating emissions combined with default data that can be used when site-specific information is not available. Sources of these methodologies and default data include but are not limited to the United States Environmental Protection Agency (USEPA) AP-42 emission factors, California Air Resources Board (CARB) vehicle emission models, studies commissioned by California agencies such as the California Energy Commission (CEC) and CalRecycle. In addition, some local air districts provided customized values for their default data and existing regulation methodologies for use for projects located in their jurisdictions. For this project, the model input accounted for a four-story hotel with 110 guest rooms, a pool, and recreational amenities. As a conservative approach, the model input also took into consideration 125 parking spaces and associated improvements. It is worth noting that the current project setting is a portion of the existing parking lot for The River shopping center. Existing Local Setting: The project proposes to occupy a northeast portion of the paved parking lot within The River shopping center. The project location can also be described as the southwest corner of Bob Hope Drive and Rancho Las Palmas Drive. Surrounding properties in the vicinity are a combination of commercial, resort, and residential uses. To the northwest of the project, the Agua Blanca Plaza includes office and medical office facilities on approximately 6 acres. The separation between the project and this commercial land use property is the 88-foot wide Rancho Las Palmas right-of-way. North of the project and across from Rancho Las Palmas Drive, is the Desert Village, a gated residential community on approximately 8 acres with attached dwelling units within a walled perimeter. The separation between the project and this residential property is approximately 165 feet, consisting of the 88-foot public right-of-way corresponding to Rancho Las Palmas Drive and a 0.75-acre City-maintained open space. East of the project and across the 110-foot public right-of-way corresponding to Bob Hope Drive, is the Omni Rancho Las Palmas Resort and Spa, which includes guest rooms, restaurants, golf, and recreational amenities within a walled perimeter. The remaining neighboring land uses to the south and southwest are part of The River shopping center. Discussion:

The SCAQMD CEQA Handbook states that "New or amended General Plan Elements (including land use zoning and density amendments), Specific Plans, and significant projects must be analyzed for consistency with the AQMP". Strict consistency with all aspects of the plan is usually not required. A proposed project should be considered consistent with the AQMP if it furthers one or more policies and does not obstruct other policies. The SCAQMD CEQA Handbook identifies two key indicators of consistency: Criteria 1 – Increase in the Frequency or Severity of Violations Based on the air quality modeling analysis contained in this Air Analysis, short-term construction impacts will not result in significant impacts based on the SCAQMD regional and local thresholds of significance.


April 2021/Page 27

This Air Analysis also found that long-term operations impacts will not result in significant impacts based on the SCAQMD local and regional thresholds of significance. Therefore, the proposed project is not projected to contribute to the exceedance of any air pollutant concentration standards and is found to be consistent with the AQMP for the first criterion. Criteria 2 – Exceed Assumptions in the AQMP? Consistency with the AQMP assumptions is determined by performing an analysis of the proposed project with the assumptions in the AQMP. The emphasis of this criterion is to ensure that the analyses conducted for the proposed project are based on the same forecasts as the AQMP. The 2016-2040 Regional Transportation/Sustainable Communities Strategy prepared by SCAG (2016) includes chapters on: the challenges in a changing region, creating a plan for our future, and the road to greater mobility and sustainable growth. These chapters currently respond directly to federal and state requirements placed on SCAG. Local governments are required to use these as the basis of their plans for purposes of consistency with applicable regional plans under CEQA. For this project, the City Land Use Plan defines the assumptions that are represented in the AQMP. The project site is currently designated as General Commercial (C‐G) in the City’s General Plan. The project proposes to develop the project site with a 110-room hotel and would be consistent with the existing General Plan land use designation. Therefore, the proposed project would not result in an inconsistency with the land use designation in the City’s General Plan. Therefore, the proposed project is not anticipated to exceed the AQMP assumptions for the project site and is found to be consistent with the AQMP for the second criterion. Based on the above, the proposed project will not result in an inconsistency with the SCAQMD AQMP. Therefore, a less than significant impact will occur.

The proposed Project would be implemented in accordance with all applicable air quality management plans to ensure any impacts to air quality are mitigated. Actions include, but are not limited to, the preparation and enforcement of any required dust control management plan in compliance with the CVSIP, SCAQMD Rule 403 and 403.1, and Chapter 7.01 (Control of PM10, Fugitive Dust and Other Emissions) of the Rancho Mirage Municipal Code. Compliance with the dust control standards will prevent sediment track-out onto public roads, prevent visible dust emissions from exceeding a 20-percent opacity, and prevent visible dust emissions from extending more than 100 feet (vertically or horizontally from the origin of a source) or crossing any property line.

In summary, the proposed Project is consistent with the assumptions underlying the AQMP and the 2003 Coachella Valley PM10 State Implementation Plan and will not conflict with or obstruct implementation of the applicable air quality plan. As demonstrated in the modeling results included in Table III-2, construction related emissions resulting from site preparation, grading, utilities/building construction, paving, and architectural coating would not exceed the applicable SCAQMD regional thresholds of significance for any criteria pollutants, including PM10 and Ozone precursors. Thus, a less than significant impact would occur for project-related construction-source emissions. The construction-related criteria pollutant emissions for each phase are shown below in Table III-2 per the project-specific Air Quality Study. The quantification shows that none of the project's emissions will exceed regional thresholds. A less than significant regional air quality impact would occur from construction of the proposed project.


April 2021/Page 28

Table III-2 Short Term Air Pollutant Emissions

Associated with Construction of the Proposed Project

(Pounds/Day) ROG/VOC NOx CO SO2 PM10 PM2.5

Site Preparation 0.66 7.83 4.17 0.01 0.44 0.30 Grading 0.84 7.27 7.86 0.01 0.79 0.57 Building

Construction 0.95 9.28 8.51 0.02 0.82 0.52

Paving 0.80 5.95 7.51 0.01 0.45 0.32 Architectural

Coating 57.70 1.42 2.00 0.00 0.14 0.10

Total for Overlapping

Phases 59.45 16.65 18.02 0.03 1.41 0.93

SCAQMD Threshold 75 100 550 150 150 55

Threshold Exceeded No No No No No No

Source: The River Air Quality, Global Climate Change, and Energy Impact Analysis, 2020

The on-going operation of the proposed project would result in a long-term increase in air quality emissions. This increase would be due to emissions from the project-generated vehicle trips and through operational emissions from the on-going use of the proposed project. Based on the Air Quality Study, the worst-case summer or winter criteria pollutant emissions created from the proposed project’s long-term operations have been calculated and are shown below in III-3. Such table shows that none of the analyzed criteria pollutants would exceed the regional emissions thresholds. Therefore, a less than significant regional air quality impact would occur from operation of the proposed project.

Table III-3

Long Term Operational Air Pollutant Emissions

Associated with Development of the Project (Pounds/Day)

Emission Source

ROG/VOC NOx CO SO2 PM10 PM2.5

Area Sources 1.72 0.00 0.02 0.00 0.00 0.00

Energy Sources 0.11 0.99 0.83 0.01 0.08 0.08

Mobile Sources 1.28 7.52 9.94 0.04 2.94 0.80

Total Emissions 3.10 8.51 10.80 0.05 3.01 0.88

SCAQMD Threshold 75 100 550 150 150 55

Threshold Exceeded No No No No No No Source: The River Air Quality, Global Climate Change, and Energy Impact Analysis, 2020


April 2021/Page 29

In summary, the project is not expected to result in growth or land use changes that would interfere with the City or region’s ability to comply with the most current air quality plans including the 2016 AQMP, CVSIP for PM10, and the ozone level attainment efforts. Moreover, the project’s short-term construction and long-term operational emissions would not exceed the established regional thresholds for criteria air pollutant emissions. Pertaining to the obstruction of an applicable air quality plan, less than significant impacts are anticipated. Mitigation: None

b) Less than Significant Impact. As previously discussed, the Coachella Valley portion of the Salton Sea Air

Basin (SSAB) was formerly classified as “Severe-15” nonattainment for the 1997 8-hour ozone national ambient air quality standard with an attainment deadline of June 15, 2019. Over the past 15 years, the air quality in the Coachella Valley has steadily improved because of the implementation of emission control measures by SCAQMD and California Air Resources Board (CARB). However, in 2017 and 2018, higher ozone levels were experienced throughout the State of California due to changes in meteorology, biogenic emissions, and/or anthropogenic emissions. As a result of the higher ozone experienced in 2017 and 2018, it was determined that the Coachella Valley could not practically attain the 1997 8-hour ozone standard by the June 15, 2019 deadline. The inability to attain the standard is largely due to weather conditions that are impacting not only the Coachella Valley and the South Coast Air Basin, but the entire State of California and Western United States. As a result, SCAQMD requested a reclassification that would extend the attainment deadline to June of 2024. The reclassification has allowed South Coast AQMD up to five years to reach attainment. The U.S. EPA classifies areas of ozone nonattainment (i.e., Extreme, Severe, Serious, Moderate or Marginal) based on the extent to which an area exceeds the standard. The higher the exceedance level, the more time can be used to demonstrate attainment in recognition of the greater challenge involved. Nonattainment areas with the higher classifications are also subject to more stringent requirements. SCAQMD has prepared additional documentation and will be implementing additional measures to comply with the June 2024 deadline. Current and planned regulations on mobile and stationary sources are expected to contribute to improvements to ozone air quality in the Coachella Valley and lead to attainment of the standard. As demonstrated in tables III-2 and III-3, project-related short-term construction and long-term operational emissions are not expected to exceed the daily thresholds of significance established by SCAQMD for ozone precursors, such as NOx and ROG/VOC. By complying with the adopted thresholds, the proposed development is also complying with the overall attainment strategies reflected in the currently adopted 2016 AQMP. Furthermore, it was previously introduced that the Coachella Valley is currently designated as a serious nonattainment area for PM10 (particulate matter with an aerodynamic diameter of 10 microns or less). The U.S. EPA-approved Coachella Valley PM10 State Implementation Plan is in place with an attainment strategy for meeting the PM10 standard. Some of the existing measures include the requirement of detailed dust control plans from builders that specify the use of more aggressive and frequent watering, soil stabilization, wind screens, and phased development to minimize fugitive dust. Appropriate air quality measures to prevent fugitive dust are required by the City’s Fugitive Dust Control ordinance and plan implementation requirements, which are consistent with SCAQMD Rules 403 and 403.1 that apply to the Coachella Valley strategy for reducing fugitive dust emissions. Under the City’s dust control regulations, a Local Air Quality Management Plan (LAQMP) must be prepared and approved prior to any earth-moving operations. Consistent with SCAQMD Rules 403 and 403.1, implementation of the Fugitive Dust Control Plan is required to occur under the supervision of an individual with training on Dust Control in the Coachella Valley. The plan will include methods to prevent sediment track-out onto public roads, prevent visible dust emissions from exceeding a 20-percent opacity, and prevent visible dust emissions from extending more than 100 feet (vertically or horizontally from the origin of a source) or crossing any property line. The most widely used measures include proper construction phasing, proper maintenance/cleaning of


April 2021/Page 30

construction equipment, soil stabilization, installation of track-out prevention devices, and wind fencing. Since Project-related emissions would be consistent with the Air Quality Management Plan, the Coachella Valley PM10 SIP, and all SCAQMD Air Quality Significance Thresholds, long-term operational air quality impacts associated with the project should not be considered cumulatively considerable. Less than significant impacts are anticipated. Mitigation: None

c) Less than Significant Impact. A sensitive receptor is a person in the population who is particularly

susceptible (i.e. more susceptible than the population at large) to health effects due to exposure to an air contaminant. Sensitive receptors and the facilities that house them are of particular concern if they are located in close proximity to localized sources of carbon monoxide, toxic air contaminants, or odors. Land uses generally deemed to include sensitive receptors include residences, long-term health care facilities, schools, rehabilitation centers, playgrounds, convalescent centers, childcare centers, retirement homes, and athletic facilities.

The surrounding context of the project includes a combination of commercial, resort, and residential uses,

all of which are separated from the project by existing public roadways, being Rancho Las Palmas Drive to the north and Bob Hope Drive to the east. Construction-related and operational emissions resulting from the project are not expected to reach or exceed the SCAQMD regional thresholds of significance and therefore would not expose sensitive receptors to substantial pollutant concentrations at a regional level.

The South Coast Air Quality Management District (SCAQMD) has developed and published the Final

Localized Significance Threshold (LST) Methodology to help identify potential impacts that could contribute or cause localized exceedances of the federal and/or state ambient air quality standards (NAAQS/CAAQS). LST methodology was developed in response to environmental justice and health concerns raised by the public regarding exposure of individuals to criteria pollutants in local communities. The purpose of analyzing LSTs is to determine whether a project may generate significant adverse localized air quality impacts in relation to the nearest exposed sensitive receptors, such as schools, churches, residences, hospitals, day care facilities, and elderly care facilities. LST thresholds represent the maximum emissions that can be generated by a project while preventing exceedance of the most stringent applicable federal or state ambient air quality standard at the nearest sensitive receptor, taking into consideration ambient concentrations in each source receptor area (SRA), project, size, and distance to the sensitive receptor. Therefore, meeting the lowest allowable emissions thresholds translates to meeting the most stringent air quality standards for a project locality.

As part of the LST methodology, SCAQMD has divided its jurisdiction into 37 source receptor areas

(SRAs) which can be used to determine whether a project may generate significant adverse localized air quality impacts. The proposed development is located in SRA 30, which covers the Coachella Valley and City of Rancho Mirage. LSTs only apply to certain criteria pollutants: carbon dioxide (CO), oxides of nitrogen (NOx) particulate matter equal to or less than 10 microns in diameter (PM10), and particulate matter equal to or less than 2.5 microns in diameter (PM2.5). Based on the surrounding context for the project, he Air Quality Study determined that the shortest and most conservative distance of 25 meters (82 feet) would be applied for the LST analysis, as it represents the strictest threshold with the lowest emissions allowances needed to maintain compliance. The LST analysis results are subsequently quantified and discussed.


April 2021/Page 31

Table III-4 Localized Significance Thresholds (LSTs) Associated with Construction of

the Proposed Project (In Pounds/Day) Emission Source NOx CO PM10 PM2.5 Site Preparation 7.82 4.03 0.39 0.29

Grading 7.25 7.57 0.70 0.55

Building Construction 7.99 7.26 0.45 0.41

Paving 5.92 7.03 0.30 0.28

Architectural Coating 1.41 1.81 0.08 0.08

SCAQMD LST Threshold for SRA 30 132 878 4 3

LST Threshold Exceeded? No No No No Source: The River Air Quality, Global Climate Change, and Energy Impact Analysis, 2020

The data provided in Table III-4 demonstrates that the construction activities would not generate emissions in excess of the site-specific LSTs; therefore, site- specific impacts during construction of the project would be less than significant. Project construction would require the implementation of an LAQMP, which would establish temporary wind screening, soil stabilization, and other measures to prevent fugitive emissions of particulate matter. Due to the lack of proposed stationary emission sources, like power stations, petroleum refineries, and factories, no long-term LST analysis is warranted for this project. Carbon Monoxide (CO) is the pollutant of major concern along roadways because the most notable source of CO is motor vehicles. For this reason, CO concentrations are usually indicative of the local air quality generated by a roadway network and are used as an indicator of potential local air quality impacts. To determine if the proposed project could cause emission levels in excess of the CO standards, a sensitivity analysis is typically conducted to determine the potential for CO “hot spots” at a number of intersections in the general project vicinity. Because of reduced speeds and vehicle queuing, “hot spots” potentially can occur at high traffic volume intersections with a Level of Service E or worse. The Traffic Impact Analysis showed that the proposed project would generate a maximum of approximately 920 daily vehicle trips. The intersection with the highest traffic volume is located at the Highway 111 and Bob Hope Drive and has an Opening Year (2023) With Project PM peak hour volume of 1,635 vehicles. The 1992 Federal Attainment Plan for Carbon Monoxide (1992 CO Plan) showed that an intersection which has a daily traffic volume of approximately 100,000 vehicles per day would not violate the CO standard. Therefore, as the intersection volumes fall far short of 100,000 vehicles per day, no CO “hot spot” modeling was deemed necessary and no significant long-term air quality impact is anticipated to local air quality due to the on-going use of the proposed project. Therefore, related to the exposure of sensitive receptors to substantial pollutant concentrations, at the regional and local level, less than significant impacts are anticipated. Mitigation: None

d) Less than Significant Impact. Objectionable odors can be associated with toxic or non-toxic emissions. While offensive odors seldom cause physical harm, they can be unpleasant and lead to considerable annoyance and distress among the public. Examples of facilities commonly known to generate considerable odors include wastewater treatment plants, sanitary landfills, composting/green waste facilities, recycling facilities, petroleum refineries, chemical manufacturing plants, painting/coating operations, rendering plants, and food packaging facilities, none of which are located in the project vicinity. The land uses and


April 2021/Page 32

populations considered more likely to experience concern over odors include residences, retirement homes, schools, playgrounds, and athletic facilities, among others.

As demonstrated in the discussions above, implementation of the proposed hotel facility within the existing shopping center property is not expected to result in emissions that would exceed the regional South Coast AQMD Air Quality Significance Thresholds during construction or operation. Project-related emissions also would not exceed the Localized Significance Thresholds applicable to the local project setting. Located within a shopping center property, the surrounding uses with potential sensitive receptors are separated in part by public roadways, being Rancho Las Palmas Drive to the north and Bob Hope Drive to the east. These neighboring properties are a combination of commercial, resort, and residential uses.

As analyzed in the project-specific Air Quality Study, potential short-term odor sources during construction may be attributed to the application of materials, such as asphalt pavement or architectural coatings. These temporary odors would only be produced intermittently during the application phases and would be expected to cease upon the drying or hardening of the odor producing materials. For context, asphalt installation and associated maintenance is a prevalent activity that routinely takes place on public streets and on private paved surfaces throughout the City. Odors resulting from asphalt installation are detectable in localized active areas and quickly disperse as distance from the construction site increases. During construction, potential short-term odors would also be attributed to operation of construction equipment. Construction-related activities capable of generating short-term odors would primarily take place within the project limits and during the allowable construction hours established by the City. The existing separation of the project from the nearest residential land uses would allow for the dispersal and attenuation of short-term odor sources.

During the life of the project, the proposed hotel development is not expected to include the types of facilities or operations commonly known to generate considerable odors. The proposed trash enclosure facility for this project will be located east of the hotel building and will be screened by a combination of solid block wall and solid metal gates. As a standard operation, the waste bins within the solid enclosure will be maintained with properly operating lids to contain any waste-related odors. The appropriate weekly trash pick-up activities will be performed by the local franchise waste management services operator (Burrtec). As part of the on-site amenities, the hotel facility will include outdoor lounging and seating areas within walled or screened enclosures. Private patios for the ground flood rooms will also be enclosed by walls. Based on the site design, the minimum separation between the proposed recreational amenities and the nearest public right-of-way is approximately 230 feet.

As such, the short-term construction activities and on-site operations during the life of the project are not expected to generate considerable odor emissions capable of affecting a substantial number of people. Less than significant impacts are anticipated. Mitigation: None


April 2021/Page 33

4. BIOLOGICAL RESOURCES -- Would the project: Potentially Significant Impact

Less Than Significant with

Mitigation Incorporation


Impact

No Impact

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

b) Have a substantial adverse effect on any riparian habitat or other sensitive natural community identified in local or regional plans, policies, and regulations or by the California Department of Fish and Wildlife or US Fish and Wildlife Service?

c) Have a substantial adverse effect on state or federally protected wetlands (including, but not limited to, marsh, vernal pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means?

d) Interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites?

e) Conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance?

f) Conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan?

a) No Impact. The project site has been disturbed and developed for a number of years and is currently used as a parking lot for The River shopping center. The site is surrounded by developed land, including commercial and retail spaces, single-family residential, and resorts. The site is also adjacent to Bob Hope Drive, a high-volume roadway. As a result of the sites surroundings, the project site does not provide the conditions that would support sensitive species of plants or animals given special status by government agencies. The property is within the Coachella Valley Multiple Species Habitat Conservation Plan (CVMSHCP), which outlines policies for conservation of habitats and natural communities. The project site is not located within a CVMSHCP Conservation Area and there are no known significant biological resources on the project site. Therefore, the project would not have a substantial adverse impact on candidate, sensitive, or special status species. No impacts are expected to species identified as a candidate, sensitive, or special status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Wildlife (CDFW) or USFWS. Mitigation: None

b) No Impact. As discussed throughout this document, the project site has been developed and is paved with

asphalt and used as a parking lot. The property does not contain nor is it adjacent to any riparian habitat or other sensitive natural community identified in local or regional plans, policies, and regulations or by the CDFW or the USFWS. No blue-line stream corridors or desert washes are found within the project boundaries. Therefore, no impacts are expected.


April 2021/Page 34

Mitigation: None c) No Impact. The project site is developed and does not contain federally protected wetlands, marshes, or

other drainage features. As a result, implementation of the project would not result in the direct removal, filling, or other hydrological interruption to any of these resources. The project is designed with an on-site underground stormwater retention system that during the life of the project will comply with the City’s drainage requirements by preventing the discharge and transport of untreated runoff associated with the project. A project Specific Water Quality Management Plan (WQMP) is expected to be prepared to ensure that the project does not contribute pollutants of concern in any project storm runoff. No impacts are expected.

Mitigation: None

d) No Impact. Given the project sites current use within an existing shopping center and its proximity to other

existing development, the project site would not be expected to be a part of or contain migratory wildlife corridors or native wildlife nursery sites. The project site not located near any existing drainages that would support wildlife corridors nor is it located in a known wildlife corridor. Therefore, the proposed project will not interfere with movement of any native resident or migratory fish or wildlife species and no impacts are expected. Mitigation: None

e) No Impact. As mentioned previously, the project site has been disturbed for a number of years and has

been utilized as a paved parking lot for The River shopping center. Project implementation would not result in demolition or tree removal. The proposed project will be consistent with the Goals and Policies set forth in the City of Rancho Mirage General Plan Open Space and Conservation Element. There are no other unique local policies or ordinances protecting biological resources that would cause a conflict nor does the site support high value biological resources that could be affected. Therefore, no impacts are expected.

Mitigation: None f) No Impact. As previously mentioned, the project lies within the boundary of the CVMSHCP, which

outlines policies for conservation of habitats and natural communities and is implemented by the City of Rancho Mirage. The project site is not located within a Conservation Area under plan. The CVMSHCP implements a habitat mitigation fee for new development to support the acquisition of conservation lands, to be paid to the City. Therefore, the proposed project will comply with all required plan provisions and pay the required mitigation fee in conformance with the CVMSHCP and City Ordinance. No impacts are anticipated

Mitigation: None


April 2021/Page 35

5. CULTURAL RESOURCES -- Would the project:


Impact




Impact

No Impact

a) Cause a substantial adverse change in the significance of a historical resource pursuant to §15064.5?

b) Cause a substantial adverse change in the significance of an archaeological resource pursuant to § 15064.5?

c) Disturb any human remains, including those interred outside of dedicated cemeteries?

a) No Impact. The project site has been cleared and graded and developed since the early 2000’s. The

proposed project site is a paved parking lot located on the northeast portion of The River shopping center. No known historically or culturally significant resources, structures, buildings, or objects are located on the project site. Therefore, the project site is not expected to cause a substantial adverse change in the significance of a historical resource as defined by CEQA §15064.5 (b) and no impacts are expected. Mitigation: None

b) Less than Significant Impact. Per the Rancho Mirage, General Plan EIR, the entire City of Rancho Mirage and Sphere of Influence (SOl) are located within the tribal "Traditional Use Area" as identified by the Agua Caliente Band of Cahuilla Indians. The mountains and foothills of the City may have sensitive areas from approximately 600 feet of elevation down to the base of the mountains. Likewise, the Whitewater River was an area where the tribe gathered to fish and prepare food. The tribe identifies an approximately 100-foot-wide area on either side of the river as a potentially sensitive zone where cultural resources may be uncovered during redevelopment. The proposed project site is fully developed in an urbanized area of the City and is not near the more culturally sensitive areas of the mountains and foothills. No known archaeological sites are found within the project site. The potential for uncovering any significant resources during construction activities is unlikely, since the site has already been cleared, graded, and significantly disturbed from the construction of the existing development. Moreover, the project is not expected to excavate beyond what has already been disturbed by the existing parking lot. Therefore, less than significant impacts are anticipated.

Mitigation: None

c) Less than Significant Impact. The project site is not likely to uncover human remains during grading operations, since the site was previously disturbed during the construction of The River shopping center. However, the California Health and Safety Code Section 7050.5, and the CEQA Guidelines Section 15064.5 requires that in the event of discovery or recognition of any human remains in any location other than a dedicated cemetery, there shall be no further excavation or disturbance of the site, or any nearby area reasonably suspected to overlay adjacent remains, until the County Coroner has examined the remains. If the coroner determines the remains to be Native American or has reason to believe that they are those of Native American, the coroner shall contact by telephone within 24-hours of the Native American Heritage Commission. Assembly Bill 52 (AB 52) requires lead agencies to notify their local tribes about development projects. It also mandates lead agencies consult with Tribes if requested and sets the principals for conducting and concluding the required consultation process. Per the requirements of AB 52, the agreements shall provide protection to Native American human burials and skeletal remains from vandalism and inadvertent destruction and provide for sensitive treatment and disposition of Native American burials, skeletal remains, and associated grave goods consistent with the planned use of, or the approved project on, the land. Pursuant to AB 52 consultation requirements, the City of Rancho Mirage initiated a 30-day review


April 2021/Page 36

period. During the consultation period one Tribe (Agua Caliente Band of Cahuilla Indians (“ACBCI”)) responded to the AB-52 letters requesting formal government to government consultation. City staff met with a representative of ACBCI on February 28, 2021. The Tribe’s representative asked that they receive a copy of the project’s conditions of approval when they were completed. Staff agreed to that request. See the Tribal Cultural Resources section of this document. Pursuant to the mentioned California Health and Safety Code and AB 52, proper actions shall take place in the event of a discovery or recognition of any human remains during project construction activities and less than significant impacts are expected.

Mitigation: None


April 2021/Page 37

6. ENERGY -- Would the project: Potentially

Significant Impact




Impact

No Impact

a) Result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources, during project construction or operation?

b) Conflict with or obstruct a state or local plan for renewable energy of energy efficiency?

Sources: Rancho Mirage General Plan Update; Rancho Mirage Sustainability Plan, 2012; Rancho Mirage Greenhouse Gas Inventory, 2012; Rancho Mirage Municipal Code; Rancho Mirage General Plan EIR May, 2005

a) Less than Significant Impact. The approximately 0.91-acre project proposes a four-story hotel at the

southwest corner of Bob Hope Drive and Rancho Las Palmas Drive, in the City of Rancho Mirage. The project proposes 110-rooms, dining venues, a pool, and conference and meeting spaces. Associated improvements include pedestrian walkways and sidewalks, parking spaces, and landscaping throughout. The project property is located at the northeast corner of The River shopping center, and currently operates as a parking lot for the shopping center. Electricity and natural gas are the primary sources of energy in the City of Rancho Mirage. Electricity is provided primarily by Southern California Edison (SCE) and the Rancho Mirage Energy Authority (RMEA), with a limited portion of the northeast quadrant of Rancho Mirage in Imperial Irrigation District’s (IID) service area. The Rancho Mirage City Council started RMEA for the purpose of helping to reduce the community’s SCE electricity bills. Pursuant to CCA law, RMEA is an all-new, locally-run, not-for-profit power program created by the City of Rancho Mirage. RMEA purchases power directly from power providers, pays consultants for compliance functions, and sets electricity rates based on costs. RMEA power is delivered through SCE poles and wires. SCE is still the utility and will continue to bill and collect from customers but using RMEA’s lower electricity rates will allow businesses and residents to save 5 percent. SCE facilities include 12 kV transmission lines for local distribution. High voltage lines for more distant transmission range up to 115 kV and 230 kV. Substations step down voltage for local distribution and use. Three substations serve the City of Rancho Mirage: one on Highway 111, east of Thunderbird Cove, one on Clancy Lane at Monterey Avenue, and one on Plumley Road south of 35th Avenue. The Southern California Gas Company (SoCalGas or the Gas Company) provides natural gas to the City of Rancho Mirage, serving residential, commercial, and industrial markets. Natural gas is the primary source of energy used in the City for space and water heating, as well as cooking. The Gas Company has major supply lines along Highway 111. Petroleum accounts for approximately 92 percent of California’s transportation energy sources. In 2015, California consumed 23.2 billion gallons of petroleum, including 15.5 billion gallons of finished gasoline and 3.7 billion gallons of diesel. Gasoline and other vehicle fuels are commercially provided commodities and would be available to the project via commercial outlets. Technological advances, market trends, consumer behavior and government policies could result in significant changes to fuel consumption by type and total. Various policies, rules and regulations have been enacted to improve vehicle fuel efficiency, promote the development and use of alternative fuels, reduce transportation-source air pollutants and GHG emissions, and reduce VMT, at the Federal and State levels. Technological advances have made use of other energy resources or alternative transportation modes increasingly feasible, as market forces have driven the price of petroleum products steadily upward. The project is expected to consume energy in the form of electricity, natural gas and petroleum during project construction and operation. The project-specific Air Quality, Global Climate Change, and Energy


April 2021/Page 38

Impact Analysis (“Energy Impact Analysis”), provided by Ganddini Group, Inc. in November 2020, analyzed project-related energy consumption. The purpose of the Energy Impact Analysis is to provide an assessment of the impacts resulting from the development of the proposed project and to identify measures that may be necessary to reduce potentially significant impacts. Project-related energy consumption was calculated and analyzed using the latest version of CalEEMod V2016.3.2. CalEEMod was used to calculate project-related construction equipment demands, transportation energy demands, and facility energy demands (operational). Project-related construction and operational energy demands are discussed further below. Construction Energy Demands The construction schedule is anticipated to be completed in one phase, spanning over 18 months, commencing in July 2021. Staging of construction vehicles and equipment will occur on-site. Construction Equipment Electricity Usage Estimates As stated previously, electricity service will be provided by Southern California Edison (SCE). Based on the 2017 National Construction Estimator, Richard Pray (2017), the typical power cost per 1,000 square feet of building construction per month is estimated to be $2.32. The project plans to develop the site with a 110-room hotel (61,275 square feet) over the course of approximately 18 months. The total power cost of the on-site electricity usage during the construction of the proposed project is estimated to be approximately $2,558.84. This is displayed in the table below.

Table VII-1 Project Construction Power Cost and Electricity Usage

Power Cost (per 1,000 square foot of building per month of

construction)

Total Building Size (1,000 Square Foot)1

Construction Duration (months)

Total Project Construction Power Cost

$2.32 61.275 18 $2,558.84 Notes:

1. Building square footage estimated per the CalEEMod default floor surface area in the Energy Impact Analysis. Construction Equipment Fuel Estimates Fuel consumed by construction equipment would be the primary energy resource expended over the course of project construction. Fuel consumed by construction equipment was evaluated with the following assumptions:

• Construction schedule of 18 months • All construction equipment was assumed to run on diesel fuel • Typical daily use of 8 hours, with some equipment operating from approximately 1 to 7 hours • Aggregate fuel consumption rate for all equipment was estimated at 18.5 horsepower (hp) – hour

per day (hr/day) • Diesel fuel would be the responsibility of the equipment operators/contractors and would be sources

within the region • Project construction represents a “single-event” for diesel fuel demand and would not require on-

going or permanent commitment of diesel fuel resources during long-term operation.

Per the CalEEMod data input, the project’s construction phase would consume electricity and fossil fuels for a temporary time, since construction consumption would cease once construction is complete. Project construction activities would consume an estimated 21,686 gallons of diesel fuel, as displayed in Table VII-2.

Table VII-2 Construction Equipment Fuel Consumption Estimates


April 2021/Page 39

Phase Days Off-Road Equipment Type Amount Use hrs.

Horse-Power (HP)

Load Factor

HP hrs./day

Total Fuel Consumption

(gas diesel fuel)

Site Prep 4 Graders 1 8 187 0.41 613 133 4 Tractors/Loaders/Backhoes 1 8 97 0.37 287 62

Grading 8 Concrete/Industrial Saws 1 8 81 0.73 473 205 8 Rubber Tired Dozers 1 1 247 0.4 99 43 8 Tractors/Loaders/Backhoes 2 6 97 0.37 431 186

Building Construction

349 Cranes 1 4 231 0.29 268 5,055 349 Forklifts 2 6 89 0.2 214 4,030 349 Tractors/Loaders/Backhoes 2 8 97 0.37 574 10,833

Paving

16 Cement/Mortar Mixers 4 6 9 0.56 121 105 16 Pavers 1 7 130 0.42 382 331 16 Rollers 1 7 80 0.38 213 184 16 Tractors/Loaders/Backhoes 1 7 97 0.37 251 217

Arch. Coating 25 Air Compressors 1 6 78 0.48 225 304 Construction Fuel Demand (gallons of diesel fuel) 21,686 Construction Worker Fuel Estimates It is assumed that all construction worker trips are from light duty autos (LDA) along area roadways. Based on CalEEMod model defaults, project-related construction worker trips would generate an estimated 144,397 vehicle miles traveled (VMT). Vehicle fuel efficiencies for construction workers were estimated in the Energy Impact Analysis using information generated using the California Air Resources Board’s (CARB) 2017 Emission Factor (EMFAC) model. An aggregate fuel efficiency of 28.57 miles per gallon (mpg) was used to calculate vehicle miles traveled for construction worker trips. Table VII-3 shows that an estimated 4,792 gallons of fuel would be consumed for construction worker trips.

Table VII-3 Construction Worker Fuel Consumption Estimates

Phase Number of Days

Worker Trips/Day

Trip Length (miles)

Vehicle Miles

Traveled

Average Vehicle Fuel Economy

(mpg)

Estimated Fuel Consumption

(gallons) Site Preparation 4 5 11 220 30.13 7 Grading 8 10 11 880 30.13 29 Building Const. 349 36 11 138,204 30.13 4,587 Paving 16 18 11 3,168 30.13 105 Arch. Coating 25 7 11 1,925 30.13 64 Total Construction Worker Fuel Consumption 4,792

Construction Vendor/Hauling Fuel Estimates Per the findings in the Energy Impact Analysis, the vendor and hauling trips would generate an estimated 26,384 vehicles miles traveled during construction of the project. For architectural coatings it is assumed that the contractors would be responsible for bringing coatings and equipment with them in their light duty vehicles. Therefore, vendors delivering construction material or hauling debris from the site during grading would use medium to heavy duty vehicles with an average fuel consumption 8.93 mpg for medium heavy duty trucks and 6.51 for heavy duty trucks. Tables VII-4 and VII-5 show that an estimated 2,955 gallons of fuel would be consumed for vendor and hauling trips.

Table VII-4 Construction Vendor Fuel Consumption Estimates (MHD Trucks)


April 2021/Page 40


Worker Trips/Day

Trip Length (miles)

Vehicle Miles

Traveled


(mpg)


(gallons) Site Preparation 4 0 5.4 0 8.93 0 Grading 8 0 5.4 0 8.93 0 Building Const. 349 14 5.4 26,384 8.93 2,955 Paving 16 0 5.4 0 8.93 0 Arch. Coating 25 0 5.4 0 8.93 0 Total Construction Vendor Fuel Consumption 2,955

Table VII-5

Construction Hauling Fuel Consumption Estimates (HHD Trucks)


Worker Trips/Day

Trip Length (miles)

Vehicle Miles

Traveled


(mpg)


(gallons) Site Preparation 4 0 5.4 0 6.51 0 Grading 8 0 5.4 0 6.51 0 Building Const. 349 0 5.4 0 6.51 0 Paving 16 0 5.4 0 6.51 0 Arch. Coating 25 0 5.4 0 6.51 0 Total Construction Hauling Fuel Consumption 0

Construction Energy Efficiency and Conservation Measures Construction equipment used over the approximately 18-month construction phase would conform to CARB regulations and California emissions standards and is evidence of related fuel efficiencies. There are no unusual project characteristics or construction processes that would require the use of equipment that would be more energy intensive than is used for comparable activities; or equipment that would not conform to current emissions standards (and related fuel efficiencies). Equipment employed in construction of the project would therefore not result in inefficient, wasteful, or unnecessary consumption of fuel. The project would utilize construction contractors which practice compliance with applicable CARB regulation regarding retrofitting, repowering, or replacement of diesel off-road construction equipment. Additionally, CARB has adopted the Airborne Toxic Control Measure to limit heavy-duty diesel motor vehicle idling in order to reduce public exposure to diesel particulate matter and other Toxic Air Contaminants. Compliance with these measures would result in more efficient use of construction-related energy and would minimize or eliminate wasteful or unnecessary consumption of energy. Idling restriction and the use of newer engines and equipment would result in less fuel combustion and energy consumption. Additionally, as required by California Code of Regulations Title 13, Motor Vehicles, Section 2449(d)(3) Idling, limits idling times of construction vehicles to no more than five minutes, thereby minimizing or eliminating unnecessary and wasteful consumption of fuel due to unproductive idling of construction equipment. Enforcement of idling limitations is realized through periodic site inspections conducted by City building officials, and/or in response to citizen complaints. Operational Energy Demands Energy consumption in support of or related to project operations would include transportation energy demands (energy consumed by employee and patron vehicles accessing the project site) and facilities energy demands (energy consumed by building operations and site maintenance activities). Transportation Fuel Consumption


April 2021/Page 41

Per the Energy Impact Analysis, it is assumed that an average trip for autos and light trucks was assumed to be 12.5 miles, and 3- and 4-axle trucks were assumed to travel an average of 5.4 miles. The project proposes a hotel, which are frequently utilized on weekends. However, in order to present a worst-case scenario, it was assumed that vehicles would operate 365 days per year. Therefore, it was calculated that the project would generate approximately 920 trips per day, and consume approximately 155,554 gallons of fuel per year, during project operation. Table VII-6 shows the estimated annual fuel consumption for all classes of vehicles from autos to heavy duty trucks.

Table VII-6 Estimated Vehicle Operations Fuel Consumption

Vehicle Type Vehicle Mix

Number of

Vehicles

Average Trip

(miles)

Daily VMT

Average Fuel Economy

(mpg)

Total Gallons per Day

Total Fuel Consumption

(gallons) Light Auto Automobile 505 12.5 6,313 31.82 198.38 72,409 Light Truck Automobile 33 12.5 413 27.15 15.19 5,544 Light Truck Automobile 172 12.5 2,150 25.6 83.98 30,654 Medium Truck Automobile 104 5.4 562 9.58 58.62 21,397 Light Heavy Truck

2-Axle Truck 13 5.4 70 13.81 5.08 1,855

Light Heavy Truck 10,000 lbs

2-Axle Truck 4 5.4 22 14.18 1.52 556

Medium Heavy Trucks

3-Axle Truck 16 5.4 86 6.07 14.23 5,195

Heavy Heavy Truck

4-Axle Truck 62 5.4 351 7.14 49.16 17,943

Total 920 -- 9,966 16.92 426.18 -- Total Annual Fuel Consumption 155,554

Over the lifetime of the project, the fuel efficiency of vehicles in use is expected to increase, as older vehicles are replaced with newer more efficient models. Therefore, it is expected that the amount of petroleum consumed due to the vehicle trips to and from the project site during operation would decrease over time. Additional advancement of technology includes the use of plug-in hybrid and zero emission vehicles in California, which will also decrease the amount of future petroleum consumed in the state. With the foregoing, operation of the project is expected to use decreasing amounts of petroleum over time, due to advances in fuel economy. Although the project would result in an increase in petroleum use during construction and operation compared to the existing conditions, the project would implement measures required under the Rancho Mirage General Plan Update, City Municipal Code, and applicable state and federal regulations regarding VMT reduction. The project would provide a pedestrian access network that internally links all uses and connects to all existing or planned external streets and pedestrian facilities contiguous with the project site. Providing a pedestrian access network to link areas of the project site encourages people to walk instead of drive, therefore reducing the regional VMTs and associated vehicular-source emissions. The proposed hotel is providing resort uses near a popular commercial entertainment center in the City of Rancho Mirage. The River shopping center is a popular dining and retail destination in the City typically enjoyed by both residents of the Coachella Valley and visitors. The project will locate a resort use within walking distance of The River shopping center’s dining, entertainment, and retail outlets, therefore, reducing potential VMTs created by future visitors of the City.


April 2021/Page 42

Additionally, SunLine Transit provides public transportation throughout the City of Rancho Mirage and Coachella Valley. Highway 111 is a major corridor for public transportation, providing multiple bus stops along the corridor. SunLine Transit’s bus stop 659 (Highway 111 at Rancho Las Palmas Drive) is located approximately 900 feet west of the project property. This bus line, a part of Route 111, travels from Coachella to Palm Springs. The proximity of the bus stop to the project site may encourage employees to utilize public transportation. Given these considerations, petroleum consumption associated with the project operation would not be considered excessive. Facility Energy Demands (Electricity and Natural Gas) Building operation and site maintenance (including landscape maintenance) would result in the consumption of electricity (provided by RMEA/SCE) and natural gas (provided by Southern California Gas Company). The annual natural gas and electricity demands were provided per the CalEEMod outputs calculated in the Energy Impact Analysis. Energy use in buildings is divided into energy consumed by the built environment and energy consumed by uses that are independent of the construction of the building, such as plug-in appliances. In California, the California Building Standards Code Title 24 governs energy consumed by the built environment, mechanical systems, and some types of fixed lighting. Non-building energy use, or “plug-in” energy use can be further subdivided by specific end-use (refrigeration, cooking, appliances, etc.). Table VII-7 displays the project’s annual energy demand.

Table VII-7 Project Annual Operational Energy Demand Summary

Electricity Demand kWh/year Hotel 1,111,530 Parking Lot 8,385 Total 1,119,915

Natural Gas Demand kBTU/year Hotel 3,677,110 Parking Lot 0 Total 3,677,110

The project will design building shells and building components, such as windows, roof systems and electrical and lighting systems to meet 2019 Title 24 Standards which expects 30 percent less energy for non-residential buildings due to lighting upgrades. The project will install native and drought tolerant trees and vegetation in order to reduce water demands and associated energy use. These measures will lower project-related operational energy usage. The project would provide for, and promote, energy efficiencies required under other applicable federal and State of California standards and regulations, and in doing so, would meet or exceed all California Building Standards Code Title 24 standards. Moreover, energy consumed by the project’s operation is calculated to be comparable to, or less than, energy consumed by other hotel uses of similar scale and intensity that are constructed and operating in California. On this basis, the project would not result in the inefficient, wasteful, or unnecessary consumption of energy. Further, the project would not cause or result in the need for additional energy producing facilities or energy delivery systems. The project would increase demand for energy in the project area and in the service areas of RMEA/SCE and SoCal Gas Company. However, based on the findings described above, project construction and operation are not anticipated to result in potentially significant impacts due to wasteful, inefficient, or


April 2021/Page 43

unnecessary consumption of energy resources, during project construction or operation. The standard conditions listed in the GHG Analysis and previously ensures that project impacts will be less than significant.

Mitigation: None

b) Less than Significant Impact. The project proposes a four-story hotel on approximately 0.91 acres of

developed land, northeast of The River shopping center. Development of the project will also include 110 rooms, multiple dining outlets, a pool area, parking spaces, and landscaped frontages. As stated in the previous discussion, project development and operation are not anticipated to use an unnecessary amount of energy resources. To ensure the conservation of energy, the State of California and the City of Rancho Mirage implements various regulations in order to be more energy efficient and reduce the amount of greenhouse gas (GHG) emissions. Some of the State-wide and local regulations are listed below. Federal Regulations Intermodal Surface Transportation Efficiency Act of 1991 The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) promoted the development of intermodal transportation systems to maximize mobility as well as address national and local interests in air quality and energy. ISTEA contained factors that Metropolitan Planning Organizations (MPOs) were to address in developing transportation plans and programs, including some energy-related factors. To meet the new ISTEA requirements, MPOs adopted explicit policies defining the social, economic, energy, and environmental values guiding transportation decisions. State Regulations Assembly Bill 32 Assembly Bill 32 (AB 32) was signed in 2006 to establish and reduce the amounts of greenhouse gases being emitted on a state-wide level. Specifically, AB 32 requires a reduction of emissions to 1990 levels by 2020. It plans to do this by establishing an annual reporting program for significant sources. Energy efficiency goals listed in AB 32 includes maximizing energy efficiency building and appliance standards, and pursuing additional efficiency efforts including new technologies, and new policy and implementation mechanisms. CARB Scoping Plan A specific requirement of AB 32 was to prepare a Climate Change Scoping Plan for achieving the maximum technologically feasible and cost-effective GHG emission reduction by 2020 (Health and Safety Code section 38561(h)). The California Air Resources Board (CARB) developed an AB 32 Scoping Plan that contains strategies to achieve the 2020 emissions cap. The initial Scoping Plan was approved in 2008, and contains a mix of recommended strategies that combined direct regulations, market-based approaches, voluntary measures, policies, and other emission reduction programs calculated to meet the 2020 statewide GHG emission limit and initiate the transformations needed to achieve the State’s long-range climate objectives. Updates to the Scoping Plan occurred in 2014 and in 2017. Assembly Bill 1493/Pavley Regulations California Assembly Bill 1493 (AB 1493), enacted on July 22, 2002, required CARB to develop and adopt regulations that reduce GHGs emitted by passenger vehicles and light duty trucks. In 2005, the CARB submitted a “waiver” request to the Environmental Protection Agency (EPA) from a portion of the federal Clean Air Act in order to allow the State to set more stringent tailpipe emission standards for CO2 and other GHG emissions from passenger vehicles and light duty trucks. On December 19, 2007, the EPA announced that it denied the “waiver” request. On January 21, 2009, CARB submitted a letter to the EPA administrator


April 2021/Page 44

regarding the State’s request to reconsider the waiver denial. The EPA approved the waiver on June 30, 2009. Executive Order S-3-05 Executive Order (EO) S-3-05, passed in 2005, established reduction targets of an 80 percent of 1990 levels reduction by 2050, and created agencies to achieve these targets. The passage of this regulation requires the use of more energy efficient practices regarding building development and operation in order to reduce the amount of GHGs produced. State of California Energy Plan The California Energy Commission (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 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 and encouragement of urban designs that reduce vehicle miles traveled and accommodate pedestrian and bicycle access. Title 20: Appliance Efficiency Standards The California Code of Regulations (CCR), Title 20: Division 2, Chapter 4, Article 4, Sections 1601-1608 (Appliance Efficiency Regulations) regulates the sale of appliances in California. The Appliance Efficiency Regulations include standards for both federally regulated appliances and non-federally regulated appliances. 23 categories of appliances are included in the scope of these regulations. The standards within these regulations apply to appliances that are sold or offered for sale in California, except those sold wholesale in California for final retail sale outside the state and those designed and sold exclusively for use in recreational vehicles or other mobile equipment. Title 24: Building Energy Efficiency Standards and CALGreen Building Standards Code In addition to Title 20 (Sections 1601-1608) of the CCR, Title 24, parts 6 and 11, also outlines energy efficient building designs for new development. The CCR’s 2019 Building Energy Efficiency Standards (Title 24, Part 6), and the CALGreen Building Standards Code (Title 24, Part 11), establish mandatory guidelines and standards requiring more energy efficient new and existing developments. The California Energy Commission adopted the Building Energy Efficient Standards for all new residential and nonresidential construction to reduce greenhouse gases, as a part of the California Building Code, Title 24. This requires new homes to include at least 50 percent of kitchen lighting to be LED, compact fluorescent or similar high efficiency fixtures, double pane windows, cool roofs, and other design techniques to reduce heat loss. Title 24, Part 11, establishes design and development methods that include environmentally responsible site selection, building design, building siting and development to protect, restore and enhance the environmental quality of the site and respect the integrity of adjacent properties. The proposed project will be required to comply with the state implemented standards for energy efficient new developments. Local and City Regulations Sustainable Communities Strategy The Sustainable Communities and Climate Protection Act of 2008, or Senate Bill 375, coordinates land use planning, regional transportation plans, and funding priorities to help California meet the GHG reduction Mandates of AB 32. The project is located within the Southern California Association of Governments (SCAG) jurisdiction, which has the authority to develop the sustainable communities strategy (SCS) or alternative planning strategy (APS). For the SCAG region, the targets set by the California Air Resources Board (CARB) are at eight percent below 2005 per capita GHG emissions levels by 2020 and 19 percent below 2005 per capita GHG emissions by 2035. These reduction targets became effective October 2018.


April 2021/Page 45

Desert Cities Energy Partnership and Green for Life Project Rancho Mirage is an active member of the Desert Cities Energy Partnership (DCEP), a partnership of Southern California Edison (SCE), Southern California Gas Company (SoCalGas), Imperial Irrigation District (IID), the Agua Caliente Band of Cahuilla Indians, and the cities of Blythe, Cathedral City, Coachella, Desert Hot Springs, Indian Wells, La Quinta, Rancho Mirage, Palm Desert, and Palm Springs, managed by the Coachella Valley Association of Governments (CVAG). Green for Life is an energy-saving program funded by the California Public Utilities Commission (CPUC) through SCE and administered by CVAG. Rancho Mirage Sustainability Plan The City of Rancho Mirage established their Sustainability Plan in 2012 as a framework for the development and implementation of policies and programs that will reduce the City’s GHG emissions. State-wide regulations, including previously mentioned AB 32, act as policy guides for the City of Rancho Mirage to achieve GHG reduction goals. Through the Sustainability Plan, the City is determined to reduce energy use and waste, create local jobs, improve air quality, and preserve the local landscape and history in order to benefit the City in the future. The Sustainability Plan addresses the major sources of emissions in seven spheres of daily life: Where We Live, Where We Work, How We Build, How We Get Around, How We Govern, Where We Visit and Play, and How We Teach and Learn. For each sphere, the Sustainability Plan suggests a number of programs or policies that can be implemented by Rancho Mirage to meet its goals by the year 2020.

Rancho Mirage Greenhouse Gas Inventory The Rancho Mirage Greenhouse Gas Inventory (GHG Inventory) was published by the City in September 2012 to inform residents and businesses of its ecological footprint in significant detail. The GHG Inventory establishes a 2010 baseline of emissions from which reductions will be measured to be aligned with State of California law. The GHG Inventory, the City of Rancho Mirage can assess its GHG emissions and strategically implement policies that specifically target GHG emissions by sector or source. Thus creating the most mitigating impact while introducing programs and initiatives. Rancho Mirage General Plan 2017 The City of Rancho Mirage is committed to encouraging the conscious use of energy resources by encouraging the development and use of alternative and renewable reducing energy demand and consumption within their City. Energy efficiency is emphasized in the Conservation and Open Space (COS), Air Quality (AQ), and Community Design Elements (CD) of the Rancho Mirage General Plan. Some goals and policies encouraging energy efficiency are provided as follows:

• Goal COS 4 – The conservation, efficient use, and thoughtful management of energy sources and mineral deposits.

• Goal COS 5 – The long-term viability of limited and non-renewable resources.

• Policy COS 5.1 – The City shall promote energy efficiency and conservation in all areas of community development, including transportation, development planning, and public and private sector construction and operation, as well as in the full range of residential and non-residential projects.

• Policy CD 8.2 – The City shall encourage new development to incorporate “green building” practices to maximize resource conservation and be compatible with the surrounding desert environment.

• Program CD 8.2A – Encourage architects, developers and designers to implement all of the 2016 California Green Building Standards Code, as opposed to just the mandatory measures.

Rancho Mirage Municipal Code


April 2021/Page 46

Similar to the Sustainability Plan and the 2017 General Plan, the City’s Municipal Code also includes provisions that encourage the use of alternative transportation means that reduce the use of non-renewable energy and the use of energy efficient appliances and building design standards. The following list includes some of these provisions: • Chapter 10.80, Transportation Demand Management, which is intended to protect the public health,

safety and welfare by reducing air pollution, traffic congestion and energy consumption attributable to vehicle trips and vehicle miles traveled.

• Chapter 15.02.010, Codes of 2016 Edition of the California Building Standards Code adopted without local amendments, which states that the 2016 California Energy Code (Part 6 of Title 24 of the CCR), and the 2016 California Green Building Standards Code (Part 11 of Title 24 of the CCR) are applicable within the City, without local amendments.

Regarding federal transportation regulations, the project site is located in a developed area. Access to and from the project site is proposed to occur on existing roads. These roads are already in place so the project would not interfere with, nor otherwise obstruct intermodal transportation plans or projects that may be proposed pursuant to the ISTEA because SCAG is not planning for intermodal facilities in the project area. Regarding the State’s Energy Plan and compliance with Title 24 CCR energy efficiency standards, the applicant is required to comply with the California Green Building Standard Code requirements for energy efficient buildings and appliances as well as utility energy efficiency programs implemented by Southern California Edison and the Southern California Gas Company. Regarding Pavley (AB 1493) regulations, an individual project does not have the ability to comply or conflict with these regulations because they are intended for agencies and their adoption of procedures and protocols for reporting and certifying GHG emission reductions from mobile sources. Regarding the State’s Renewable Energy Portfolio Standards, the project would be required to meet or exceed the energy standards established in the California Green Building Standards Code, Title 24, Part 11 (CALGreen). CALGreen Standards require that new buildings reduce water consumption, employ building commissioning to increase building system efficiencies, divert construction waste from landfills, and install low pollutant-emitting finish materials.

Additionally, the project is consistent with eh applicable strategies of the City of Rancho Mirage’s Sustainability Plan and Energy Action Plan, as well as CARB’s Scoping Plan. The project property will comply with all applicable federal, state, and local guidelines and regulations regarding energy efficient building design and standards. Therefore, the proposed project is not anticipated to conflict or obstruct a state or local plan for renewable energy or energy efficiency. The project proposes transient lodging uses and will not have any long-term effects on an energy provider’s future energy development or future energy conservation strategies. Less than significant impacts are expected.

Mitigation: None


April 2021/Page 47

7. GEOLOGY AND SOILS -- Would the project:


Impact




Impact

No

Impact

a) Directly or indirectly cause potential substantial adverse effects, including the risk of loss, injury, or death involving:

i) Rupture of a known earthquake fault, as delineated on the most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault? Refer to Division of Mines and Geology Special Publication 42.

ii) Strong seismic ground shaking? iii) Seismic-related ground failure, including liquefaction?

iv) Landslides? b) Result in substantial soil erosion or the loss of topsoil?

c) Be located on a geologic unit or soil that is unstable, or that would become unstable as a result of the project, and potentially result in on- or off-site landslide, lateral spreading, subsidence, liquefaction or collapse?

d) Be located on expansive soil, as defined in Table 18-1-B of the Uniform Building Code (1994), creating direct or indirect substantial risks to life or property?

e) Have soils incapable of adequately supporting the use of septic tanks or alternative wastewater disposal systems where sewers are not available for the disposal of wastewater?

f) Directly or indirectly destroy a unique paleontological resource of site or unique geologic feature?

Source: The Alquist-Priolo Earthquake Fault Zoning (AP) Act, California Department of Conservation; 2017 Rancho Mirage General Plan Update; Rancho Mirage General Plan EIR May, 2005; Riverside County General Plan, Safety Element, 2016; Riverside County General Plan Geotechnical Report 2000. a) i. Less than Significant Impact. The City of Rancho Mirage, similar to most of Southern California, is

susceptible to earthquakes due to the active faults that traverse the region. The Rancho Mirage General Plan Environmental Impact Report (EIR) states that classifying an active fault helps gauge the surface rupture potential of a fault and prevents development from being sited directly on an active fault. Additionally, the ability to identify and locate faults makes ground rupture the easiest seismic hazard to avoid.

Five faults are located within relatively close proximity to Rancho Mirage, according Exhibit 21 in the

City’s General Plan Safety Element and the Rancho Mirage General Plan ArcGIS Public Web Application. These faults include the Banning, Garnet Hill, San Andreas, San Jacinto and San Gorgonio Pass faults. The faults are capable of creating an earthquake in the Rancho Mirage area, however, no known active or inactive faults traverse through or near the project site.

In order to reduce the losses from surface fault rupture on a statewide basis, the Alquist-Priolo (AP)

Earthquake Fault Zone Act was passed in 1972 after the San Fernando earthquake a year prior. The AP Earthquake Fault Zone Act is intended to ensure public safety by prohibiting the siting of most structures


April 2021/Page 48

for human occupancy across traces of active faults that constitute a potential hazard to structures from surface faulting or fault creep. After consulting the most recent Alquist-Priolo Earthquake Fault Zoning Map, issued by the State Geologist, it can be determined that the closest AP Earthquake Fault Zone to the project site is at the San Andreas Fault, approximately 3.50 miles northeast. Therefore, due to the distance of the fault zone, it can be concluded that risks associated with primary surface ground rupture are low.

Per the AP Earthquake Fault Zone Map and the 2017 Rancho Mirage General Plan Update, rupture from

an earthquake fault is not anticipated on the project property and no known active faults traverse through or are found near the project site, although seismically induced ground shaking is expected in the City of Rancho Mirage. The project site is not located in an AP Earthquake Fault Zone; therefore, impacts are less than significant.

Mitigation: None

ii. Less than Significant Impact. Seismically induced ground shaking is anticipated in the entire Coachella Valley, due to the multiple northwest-southeast trending faults in the region. Although these faults produced the unique topography in the Coachella Valley (high mountain ranges and a low valley floor), the major faults, such as the San Andreas Fault, have the potential to produce strong shaking during a seismic event. The strength of ground shaking is accredited to the distance from the fault; where the intensity of the seismic shaking decreases the further it is from the causative fault. The Rancho Mirage 2017 General Plan Update Safety Element indicates that ground shaking during an earthquake is the most significant seismic hazard that will impact Rancho Mirage.

The approximately 0.91-acre project property proposes the development of a four-story hotel building and associated improvements. To ensure the safety of the project site against strong seismic ground shaking, structures shall be designed and constructed in accordance with the most current edition of the California Building Code (CBC). The project shall comply with the most current seismic design coefficients and ground motion parameters and all applicable provisions of the CBC. Following the regulations provided by the City and the California Building Code, the proposed development will be constructed in a manner that reduces the risk of seismic hazards (Title 24, California Code of Regulations). The project site is currently developed and operates as a parking lot; however, remedial grading and construction will work to reduce exposure of people or structures to adverse effects to the greatest extent possible against seismic hazards. Site work shall also be conducted in accordance with the Rancho Mirage Municipal Code, and all grading and construction plans will be reviewed and approved by the City. These requirements are designed to reduce impacts related to strong ground shaking; therefore, less than significant impacts are anticipated.

Mitigation: None

iii. Less than Significant Impact. The Rancho Mirage General Plan Update states that liquefaction may occur

when loose, unconsolidated, saturated, sandy soils are subject to ground vibrations during a seismic event. This occurs in areas where the ground water table is within 50 feet of the ground surface and when seismic events occur that generate a Modified Mercalli Intensity value of VII or greater. Significant ground shaking can suddenly increase water pressure in the pores between soil particles and cause soils to lose cohesion and “liquefy.” This loss of soil strength can cause a building to sink, tilt and suffer structural damage. Other effects of liquefied soils include a loss of bearing strength, ground oscillations, lateral spreading, and ground lurching and slumping.

Three conditions must be met in order for liquefaction to occur. There must be (1) a relatively long duration

of strong ground shaking, (2) the presence of unconsolidated sediments consisting primarily of silty sand and sand, and (3) the presence of groundwater within 50 feet of the ground surface. The Areas Susceptible


April 2021/Page 49

to Liquefaction Map, in the 2017 General Plan Update, Rancho Mirage identifies the project location to be in an area of moderate liquefaction susceptibility, primarily due to the liquefaction susceptible soils present at the project site (Exhibit 22). However, the deep groundwater in Rancho Mirage does not allow the saturation of the sediments; therefore, the potential for liquefaction to occur at the project site is less than significant.

Windblown sand and other recently deposited sediments are typically loose and, therefore, potentially subject to seismically induced settlement. The City’s 2017 General Plan Update categorizes the project area as having a moderate susceptibility to seismically induced settlement (Exhibit 23). Strong seismic shaking, the 2017 General Plan states, can cause densification or compaction of soils resulting in local or regional settlement of the ground surface, which can cause damage to foundations and structures. The project site currently operates as part of the parking lot for The River shopping center. The project shall implement proper excavation, compaction, and foundation design for the proposed hotel as measures to avoid effects caused by seismically induced settlement.

To ensure the safety of the project against seismically induced hazards, the project site shall adhere to the standard design requirements stated in the most recent California Building Code (CBC), and the City’s building standards. Overall, impacts from seismically induced ground failure such as liquefaction and settlement are anticipated to be less than significant at the project site.

Mitigation: None

iv. No Impact. As discussed throughout this Geology and Soils Section, the City of Rancho Mirage, like most

of Southern California, is susceptible to seismic ground shaking due to the multiple faults in the region. As a result of seismic ground shaking, slope failure, such as rockfalls and landslides, may occur, especially throughout elevated areas in the City.

According to the Safety Element in the Rancho Mirage 2017 General Plan Update, seismically induced landslides and rock falls can be expected primarily in the southern portion of the City including areas near the Santa Rosa Mountains (where the bedrock is intensely fractured or jointed), the Indio Hills area, and some sections of Highway 111. The Seismically Induced Rock Falls and Landslide Susceptibility Map (Exhibit 24), in the 2017 General Plan Update, classifies the project location in an area of low susceptibility of being impacted by rock falls and seismically induced landsliding, due to the relatively flat topography found onsite and in the surrounding area. Therefore, impacts associated with landslides and rockfalls are not anticipated in the project area. No impact.

Mitigation: None

b) Less than Significant Impact. The Rancho Mirage 2017 General Plan Update states that most of the City is highly susceptible to wind erosion. The geomorphology of the Coachella Valley, its extreme aridity, and the marine air masses funneled from the west through the San Gorgonio Pass create strong and persistent winds in the valley. These strong winds have been blowing and redistributing sand deposits in the area for thousands of years. Additionally, lands disturbed by flooding, grading or agricultural activities are subject to significant erosive forces that suspend fine dust and transport sand over great distances. This is a concern for the City of Rancho Mirage because the eroded particles have the ability to damage vehicles, structures, and other improvements due to windblown sand.

The proposed 0.91-acre project site, located at the southwest corner of Bob Hope Drive and Rancho Las Palmas Drive, currently resides on a developed parking lot within a commercial area. According to the City’s Wind Erosion Hazard Map (Exhibit 25 of the Rancho Mirage General Plan), the site is characterized as being within an area exposed to “severe” wind erosive hazards. The severe wind erosive hazard is defined as areas exposed to erosive winds where the soils show distinct evidence of wind removal and/or accumulation in hummocks 24 to 48 inches high.


April 2021/Page 50

The project site is currently developed and operates as a paved parking lot. The project site proposes the development of a four-story hotel on the property. Construction of the hotel will result in ground disturbing activities such as the demolition of pavement, clearing and grubbing of trees and vegetation, and grading, which may increase the potential of soil erosion.

Blowing sand and fugitive dust (discussed previously in the Air Quality section of this document) constitutes a significant local environmental and health hazard. Control of this hazard, as required by the City, includes a submittal of a Fugitive Dust Control Plan prior to development. Per South Coast Air Quality Management District (SCAQMD) Rule 403.1, the project will be required to submit a Local Air Quality Management Plan (LAQMP) to be reviewed as part of the grading permit process to minimize potential impacts caused by blowing dust and sand during construction. Procedures, and best management practices (BMPs) set forth in the Plan will ensure that potential erosion is controlled during the construction process. These BMPs may include watering of the site during construction, the installation of retaining walls and landscaping materials, or the application of chemical soil stabilizers. As a standard condition, any ground surface area adjacent to the proposed development that is temporarily disturbed by construction activities must be entirely covered by the LAQMP and must be properly re-stabilized to satisfy the City, SCAQMD, and NPDES requirements. The adjoining areas disturbed during construction due to temporary staging or soil movement must be treated with an effective long-term soil stabilizer or an equivalent cover method, subject to review and approval by the City of Rancho Mirage. These actions will be regulated by the plan review process prior to obtaining a grading permit and will be enforced as part of the agency site inspection protocols during construction. See the Air Quality Section of this document for further discussion.

Along with the implementation of the LAQMP, to further avoid erosion at the project site, the developer must comply with the State’s most current Construction General Permit (CGP) (Order No. 2009-0009-DWQ as amended by 2010-0014-DWQ and 2012-0006-DWQ). Compliance with the CGP involves the development and implementation of a project-specific Stormwater Pollution Prevention Plan (SWPPP) designed to reduce potential adverse impacts to surface water quality during the period of construction. The required plan will identify the locations and types of construction activities requiring BMPs and other necessary compliance measures to prevent soil erosion and stormwater runoff pollution. The plan will also identify the limits of allowable construction-related disturbance to prevent any exceedances or violations. Waterborne erosion and the City’s Standard Conditions associated with it are thoroughly discussed in the Hydrology and Water Quality Section of the document. In addition to the LAQMP and the SWPPP, development of project will include the use of both pervious and impervious surfaces. Per project design, the project site and its surroundings will largely consist of impervious surfaces, including paved surfaces and the proposed building. Pervious surfaces on the site will make up a small portion of the site and include landscaped areas. Landscaping of the project will contain trees, shrubs, and ground covers, as well as crushed rocks and boulders. The permanent stabilization methods of paving and landscaping at the project site will decrease the amount of erosion created at the property during project operation. With the implementation of the LAQMP, and SWPPP (outlined above and in the Air Quality and Hydrology Sections of this document), along with the paved and landscaped surfaces on the property, impacts regarding erosion from the project site are expected to be less than significant.

Mitigation: None c) Less than Significant Impact. The approximately 0.91-acre project will include the development of a

hotel, located at the southwest corner of Bob Hope Drive and Rancho Las Palmas Drive in Rancho Mirage. The vacant project site was analyzed for the likelihood of potential hazards such as landslides, liquefaction, and subsidence. The findings are discussed as follows:


April 2021/Page 51

As identified in portion a) iii. of this Geology and Soils Section, liquefaction occurs when loose, unconsolidated, saturated, sandy soils are subjected to ground vibrations during a seismic event. This occurs in areas where the ground water table is within 50 feet of the ground surface and when seismic events occur the sudden increase in water pressure in the pores between soil particles and the loss of cohesion with the soils causes them to act like a liquid. Per the City General Plan Update, the depth to groundwater in most of Rancho Mirage, including the project property, is more than 50 feet below ground surface. Therefore, the potential for liquefaction at the project is considered negligible. Less than significant impacts are anticipated.

Lateral spreading is the lateral displacement of gently sloping ground as a result of pore pressure build-up or liquefaction in a shallow underlying deposit during an earthquake. As discussed in a) iii, the risk of liquefaction at the project site is considered moderate due to the underlying soil type, however because of the presumed lack of shallow groundwater below the site, the potential for liquefaction is considered negligible; therefore, the potential for lateral spreading is low. Impacts are anticipated to be less than significant. As discussed in portion a) iv. of this Geology and Soils Section, the City of Rancho Mirage indicates that the project is located in an area of low susceptibility of being impacted by rock falls and landslides. The existing project site is characterized by relatively flat topography, with existing development in the form of parking areas, and various landscaped areas throughout the site. Due to the absence of steep slopes and the central location of the project site, impacts of landslides are not expected.

The Rancho Mirage 2017 General Plan Update defines subsidence as gradual settling or sinking of the ground surface with little or no horizontal movement. Several regions of subsidence have been documented in Riverside County, all of them in deep, alluvium-filled valleys. Subsidence can be caused by both human activities and natural causes, such as earthquakes. In most cases, the cause of ground subsidence in the Coachella Valley is typically due to declining groundwater levels. Figure S-7, in the Riverside County General Plan, indicates that the subject site is situated in an area susceptible for ground subsidence due to withdrawal of fluids. The recognition that ground subsidence is an environmental restraint has forced agencies, such as the U.S Geological Survey and the Coachella Valley Water District, to devote resources to the study and mitigation of this potential hazard.

The City is proactively mitigating subsidence by supporting the proper management of groundwater supplies, creating water conservation programs, encouraging water recycling, and educating the public. In addition, building and seismic code requirements assure that potential impacts associated with ground subsidence is reduced to less than significant levels.

According to the Rancho Mirage General Plan EIR, strong ground shaking can cause densification or compaction of soils resulting in local or regional settlement of the ground surface. During strong shaking, soil grains become more tightly packed due to the collapse of voids and pore spaces, resulting in a reduction of the thickness of the soil column. This type of ground failure typically occurs in loose granular, cohesionless soils, and can occur in either wet or dry conditions. This can result in local differential settlement and damage to foundations and structures, as well as damage to water and sewer lines. According to Exhibit 23 in the City’s 2017 General Plan Update, the project site is displayed as having moderate susceptibility to seismically induced settlement. The land has previously been graded and developed. The City recommends proper excavation, compaction, and foundation design to reduce the potential for seismic settlement. Grading plans and structural engineering plans will be reviewed and approved by the City.

The project will be conditioned to comply with the recommendations within the Rancho Mirage 2017 General Plan Update and EIR, the Rancho Mirage Municipal Code, and the most recent California Building Code (CBC). Overall, less than significant impacts are anticipated.


April 2021/Page 52

Mitigation: None. d) Less than Significant Impact. Expansive soils, as defined in the Riverside County General Plan, have a

significant amount of clay particles which can give up water (shrink) or take on water (swell). The change in volume exerts stress on buildings and other loads placed on these soils, which is why they are a potential hazard. These soils can also be widely dispersed, occurring in both hillside areas and low-lying alluvial basins.

The site has already been cleared, graded, and significantly disturbed from the construction of the existing development. Problems caused by expansive soils can be alleviated by engineering designs, such as including the use of reinforcing steel foundations, drainage control devices, over-excavation and backfilling with non-expansive soil. The project site is currently developed and operates as a paved parking lot associated with The River shopping center. During development of the site, expansive soils were likely removed to ensure proper foundation design for the parking lot. Therefore, it is unlikely that expansive soils occur at the project site. Impacts are less than significant.

Mitigation: None

e) No Impact. The project property is located on the southwest corner of Bob Hope Drive and Rancho Las

Palmas Drive. The project site is surrounded by developed land on all sides of the property. The land south and west of the project consists of commercial properties belonging to The River shopping center and the existing post office. Land uses north of the project consists of office buildings and a residential community, and land uses east consists the Omni Resort.

According to the Sewer Service Exhibit in the Rancho Mirage 2017 General Plan Update, the project site is classified as a neighborhood served with sewers. The closest sewer line is located along Rancho Las Palmas Drive (2017 General Plan Update, Exhibit 30). The existing infrastructure near the site will provide the project access to wastewater treatment infrastructure (further discussed within the Utilities Section of this document). The proposed project will be required to connect to sanitary sewer lines and no septic systems will be permitted. No impacts are expected.

Mitigation: None

f) Less than Significant Impact. Paleontological resources provide evidence of past life forms and their biota, which is valued for the information they yield about the history of earth and its past ecological settings. Per Figure 4.9.3, Paleontological Sensitivity, in the Riverside County General Plan, the property is recognized for having low potential for Paleontological Sensitivity. Areas recognized for having a “low” potential have a reduced likelihood of containing significant non-renewable paleontological resources, including vertebrate or significant invertebrate fossils. Moreover, the site is currently developed as a paved parking lot and is not recognized as a unique paleontological or a unique geologic feature. Additionally, the project property lies in an urbanized context within the City, surrounded by residential uses, office buildings, and commercial buildings. No known paleontological sites are found within the project site. The potential for uncovering any significant resources during construction activities is unlikely, since the site has already been cleared, graded, and significantly disturbed from the construction of the existing development. Therefore, less than significant impacts are anticipated. Mitigation: None


April 2021/Page 53

8. GREENHOUSE GAS EMISSIONS -- Would the project:


Impact




Impact

No Impact

a) Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment?

b) Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases?

Sources: The River Air Quality, Global Climate Change, and Energy Impact Analysis, by Ganddini Group, Inc., November 2020; Final 2016 Air Quality Management Plan (AQMP), by SCAQMD, March 2017; Final 2003 Coachella Valley PM10 State Implementation Plan (CVSIP), by SCAQMD, August 2003; Analysis of the Coachella Valley PM10 Redesignation Request and Maintenance Plan, by the California Air Resources Board, February 2010; California Emissions Estimator Model (CalEEMod), Version 2016.3.2. California Greenhouse Gas Emissions for 2000 to 2017, Trends of Emissions and Other Indicators, 2019 Edition, California Air Resources Board; Release No. 18-37 & 19-35, California Air Resources Board Press Release, July 2018 and August 2019. a) Less than Significant Impact. According to the U.S. Environmental Protection Agency (EPA), greenhouse

gases (GHG) are a group of gases that trap solar energy in the Earth’s atmosphere, preventing it from becoming too cold and uninhabitable. Greenhouse gases include, but are not limited to, water vapor, carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), hydrochlorofluorocarbons (HCFCs), ozone (O3), hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), and sulfur hexafluoride (SF6). Carbon dioxide is the most abundant GHG. Carbon dioxide reflects solar radiation back to Earth, thereby trapping solar energy and heat within the lower atmosphere. Human activities (such as burning carbon-based fossil fuels) create water vapor and CO2 as byproducts, thereby impacting the levels of GHG in the atmosphere. Carbon dioxide equivalent (CO2e) is a metric used to compare emissions of various greenhouse gases. It is the mass of carbon dioxide that would produce the same estimated radiative forcing as a given mass of another greenhouse gas. Global Climate Change (GCC) is defined as the change in average meteorological conditions on the earth with respect to temperature, precipitation, and storms. GCC is currently one of the most controversial environmental issues in the United States.

GHGs are the result of both natural and anthropogenic activities. With respect to anthropogenic activities, motor vehicle travel, air travel, consumption of fossil fuels for power generation, industrial processes, heating and cooling, landfills, agriculture, and wildfire are the primary sources of GHG emissions. The effects of GHG emissions and concentrations in the atmosphere have resulted in the adoption of governmental policies and regulations on federal, state and local levels that are intended to reduce GHG emissions by development projects, transportation and other activities. To address the long-term adverse impacts associated with global climate change, California’s Global Warming Solutions Act of 2006 (AB 32) requires California Air Resource Board (CARB) to reduce statewide emissions of greenhouse gases to 1990 levels by 2020. In 2016, Governor Jerry Brown signed Senate Bill 32 (SB32) that requires California to reduce GHG emissions to 40 percent below 1990 levels by 2030. With the passage of the California Global Warming Solutions Act of 2006 (Assembly Bill 32) in California, environmental documents for projects pursuant to CEQA are required to analyze greenhouse gases and assess the potential significance and impacts of GHG emissions.

South Coast Air Quality Management District: On December 5, 2008, the SCAQMD Governing Board adopted the staff proposal for an interim GHG significance threshold for projects where the SCAQMD is lead agency. The board letter, resolution, interim GHG significance threshold, draft guidance document and attachments can be found below or under the Board Agenda Item 31 on the December 5, 2008, Governing Board meeting agenda.


April 2021/Page 54

Rancho Mirage Sustainability Plan: The City of Rancho Mirage completed the 2013 Sustainability Plan: Leadership in Energy Efficiency (Sustainability Plan) in May 2013. The Sustainability Plan is a framework for the development and implementation of policies and programs that will reduce the City’s emissions, working towards the Statewide target of 1990 levels by 2020, set by AB 32. For the City to achieve the Statewide target of 1990 levels by 2020, it will have to reduce emissions by 54,272 metric tons of carbon dioxide equivalent (MTCO2e), a 19.8 percent reduction. The set of measures presented in the Sustainability Plan will reduce the City’s GHG emissions by 60,411 MTCO2e, which exceeds the reduction target by 6,139 MTCO2e (compared with the target amount of 54,272 MTCO2e).

Rancho Mirage Energy Action Plan: The 2012 Energy Action Plan (ePlan) provides a roadmap of actions within the City’s municipal operations, to help reduce energy consumption, to reduce operating costs, and increase energy awareness. The goals focus on three areas: retrofit and expansion of municipal facilities, upgrading the municipal fleet, and consideration of municipal programs and actions that will help reduce municipal and community-wide energy use and greenhouse gas emissions. It focuses on ways the City can reduce costs at the same time as energy efficiency is enhanced. The City developed this plan to move aggressively toward its 10 percent energy reduction target. California GHG Emissions Inventory and Trends: California's annual statewide GHG emission inventory is an important tool for establishing historical emission trends and tracking California's progress in reducing GHGs. In concert with data collected through various California Global Warming Solutions Act (AB 32) programs, the GHG inventory has been considered critical in demonstrating the state's progress in achieving the statewide GHG target. The inventory provides estimates of anthropogenic GHG emissions within California. CARB is responsible for maintaining and updating California's GHG Inventory. On July 11, 2018, CARB announced in a press release (No. 18-37) that greenhouse gas pollution in California fell below 1990 levels for the first time since emissions peaked in 2004, an achievement roughly equal to taking 12 million cars off the road or saving 6 billion gallons of gasoline a year. Moreover, according to the CARB report on California Greenhouse Gas Emissions for 2000 to 2017 (published in 2019), which tracks the trends of GHG emissions, California’s GHG emissions have followed a declining trend between 2007 and 2017. In 2017, emissions from GHG emitting activities statewide were 424 million metric tons of CO2 equivalent (MMTCO2e), 5 MMTCO2e lower than 2016 levels and 7 MMTCO2e below the 2020 GHG Limit of 431 MMTCO2e. The largest reductions are attributed to the electricity sector, which continues to see decreases as a result of the State’s climate policies. The transportation sector remains the largest source of GHG emissions in the state, but saw a 1 percent increase in emissions in 2017, the lowest growth rate over the past 4 years. On August 12, 2019, California Governor Gavin Newsom announced in a press release (No. 19-35) that GHG emissions in California continued to fall ahead of schedule in 2017 as the state’s economy grew ahead of the national average, according to the California Air Resources Board’s latest state inventory of climate-changing emissions. The data also shows that for the first time since California started to track GHG emissions, the state power grid used more energy from zero-GHG sources like solar and wind power than from electrical generation powered by fossil fuels. In addition, the data demonstrates that emissions from the transportation sector did not rise as fast as in previous years. 2017 was also the second year in a row in which GHG emissions fell below the 2020 reduction target of 431 million metric tons established by the Global Warming Solutions Act of 2006 (Assembly Bill 32). GHG emissions came in at 424 million metric tons of CO2 equivalent in 2017, a decrease of five million metric tons from 2016. The press release also included the following highlights: Electricity: Emissions from electricity generation made up about 15 percent of 2017 statewide greenhouse gas emissions. In 2017, those emissions fell nine percent from 2016, the largest decline of any economic sector. A large increase in zero-emission energy resources drove the reduction. Those clean sources powered 52 percent of all California’s electricity consumed in 2017.


April 2021/Page 55

Transportation: Vehicle tailpipe emissions accounted for 37 percent of California’s 2017 GHG emissions. Those emissions rose, but showed signs of leveling off. The 2017 increase was 0.7 percent, down from two percent the preceding year. Most of the greenhouse gas emissions increase came from passenger vehicles. Industry: Industrial emissions over multiple sectors showed a slight reduction or remained flat. California’s industrial sectors generated 21 percent of state GHGs in 2017. Oil & gas refineries and hydrogen production were responsible for one-third of those emissions. The rest came mostly from oil & gas extraction, cement plants, glass manufacturers and large food processors. This analysis relies on the findings of The River Air Quality, Global Climate Change, and Energy Impact Analysis, prepared in November of 2020. The currently applicable GHG thresholds for local lead agency consideration are referenced from the SCAQMD Draft Local Agency Threshold supporting documentation, which establishes an interim tiered approach. Under this guidance, a screening threshold of 3,000 metric tons of carbon dioxide equivalent (MTCO2e) per year has been an acceptable approach for non-industrial projects. The proposed project is anticipated to generate GHG emissions from area sources, energy usage, mobile sources, waste, water, and construction equipment. The following discussion summarizes the methodology used to calculate the project-related GHG emissions and the project impacts. The CalEEMod Version 2016.3.2 was used to calculate the GHG emissions from the proposed project.

Area sources include emissions from consumer products, landscape equipment and architectural coatings. Per SCAQMD Rule 1113 as amended on June 3, 2011, the architectural coatings that would be applied after January 1, 2014 will be limited to an average of 50 grams per liter or less.

Energy usage includes emissions from the generation of electricity and natural gas used on-site. 2019 Title 24 Standards for nonresidential buildings will use approximately thirty percent less energy than with 2016 Title 24 standards.

Mobile sources include emissions from the additional vehicle miles generated from the proposed project. The vehicle trips associated with the proposed project have been analyzed by inputting the project-generated vehicular trips from the Traffic Impact Analysis into the CalEEMod Model. The program then applies the emission factors for each trip which is provided by the EMFAC2014 model to determine the vehicular traffic pollutant emissions. The CalEEMod default trip lengths were used in this analysis

Waste includes the GHG emissions generated from the processing of waste from the proposed project as well as the GHG emissions from the waste once it is interred into a landfill. AB 341 requires that 75 percent of waste be diverted from landfills by 2020, reductions for this are shown in the mitigated CalEEMod output values. No other changes were made to the default waste parameters.

Water includes the water used for the interior of the building as well as for landscaping and is based on the GHG emissions associated with the energy used to transport and filter the water. CALGreen standards require that indoor water use be reduced by 20 percent, reductions for this are shown in the mitigated CalEEMod output values. No other changes were made to CalEEMod default values for waste generated.

The construction-related GHG emissions were also included in the analysis and were based on a 30 year amortization rate as recommended in the SCAQMD GHG Working Group meeting on November 19, 2009. The construction-related GHG emissions were calculated by CalEEMod using the methodology detailed above.


April 2021/Page 56

Table VIII-1 Total Project Greenhouse Gas Emissions

Emission Category Emissions

(metric tons per year) Total CO2E

Area Sources 0.00

Energy Usage 555.50

Mobile Sources 695.41

Waste 30.29

Water 16.52

Construction 9.53

Total CO2E (All Sources) 1,307.25

SCAQMD Threshold 3,000

Threshold Exceeded? NO

Table VIII-1 shows that the total for the proposed project’s emissions would be 1,307.25 MTCO2e per year. According to the thresholds of significance established above, a cumulative global climate change impact would occur if the GHG emissions created from the on-going operations of the proposed project would exceed the SCAQMD draft threshold of 3,000 MTCO2e per year for all land uses. Therefore, the proposed project would not exceed the SCAQMD draft screening threshold of 3,000 MTCO2e per year for all land uses and operation of the proposed project would not create a significant cumulative impact to global climate change. Having been evaluated against the regionally accepted thresholds, which are part of the State’s regulations aimed at addressing climate change, the project is not expected to interfere with the plans, policies, or regulations adopted for the purpose of reducing the emissions of greenhouse gases. Less than significant impacts are anticipated.

Mitigation: None b) Less than Significant Impact: As previously mentioned, under Assembly Bill 32 passed in 2006,

California must reduce its emissions to 1990 levels (431 million metric tons) by 2020. Senate Bill 32, signed in 2016, requires the state to go even further than AB 32 and cut emissions 40 percent below 1990 levels by 2030—the most ambitious carbon goal in North America. California’s primary programs for reducing greenhouse gases to 1990 levels by 2020 are the Renewables Portfolio Standard, the Advanced Clean Cars Program, the Low Carbon Fuel Standard and the Cap-and-Trade Program. Additional programs address a variety of greenhouse gas sources. These include the Short-Lived Climate Pollutants Strategy, the Sustainable Communities Strategy and the Sustainable Freight Action Plan. The 2030 Scoping Plan, adopted by CARB, lays out how these initiatives work together to reduce greenhouse gases to achieve California’s 2030 target of 260 million metric tons and also to reduce smog-causing pollutants. This target will require California to more than double the rate at which it has been cutting climate-changing gases. Future reductions will occur against a backdrop of natural sources of GHGs which are increasingly variable because of the climate change California is already witnessing. The SCAQMD adopted the interim GHG significance threshold for stationary/industrial sources on December 5, 2008 which applies to Projects where the SCAQMD is the lead agency. Less than significant impacts are anticipated.


April 2021/Page 57

On July 11, 2018, CARB announced in a press release (No. 18-37) that greenhouse gas pollution in California fell below 1990 levels for the first time since emissions peaked in 2004, an achievement roughly equal to taking 12 million cars off the road or saving 6 billion gallons of gasoline a year. Moreover, according to the CARB report on California Greenhouse Gas Emissions for 2000 to 2017 (published in 2019), which tracks the trends of GHG emissions, California’s GHG emissions have followed a declining trend between 2007 and 2017. In 2017, emissions from GHG emitting activities statewide were 424 million metric tons of CO2 equivalent (MMTCO2e), 5 MMTCO2e lower than 2016 levels and 7 MMTCO2e below the 2020 GHG Limit of 431 MMTCO2e. The largest reductions are attributed to the electricity sector, which continues to see decreases as a result of the State’s climate policies. The transportation sector remains the largest source of GHG emissions in the state, but saw a 1 percent increase in emissions in 2017, the lowest growth rate over the past 4 years. The transportation sector, the state’s largest source of greenhouse gases, saw a 2 percent increase in emissions in 2016 because of increased fuel consumption. The state has also documented the increased use of biofuels as a result of the state’s Low Carbon Fuel Standard. These low-carbon alternative fuels, consisting mostly of biodiesel, renewable diesel, and ethanol, reduced emissions by 14 million metric tons of carbon dioxide, when compared to what would have been generated if conventional fossil fuels had been used. As part of the Safety Element of the City’s General Plan, the section on Climate Change includes Goals, Policies and Programs with a preamble identifying the City’s efforts to coordinate with state, regional, and County agencies to establish and maintain an up to date database on climate change conditions in the region, legislation affecting the City’s regulatory responsibilities, and changing technical assessments that refine or re-characterize the climate change impacts affecting the region. The City would also monitor the effectiveness of its adaptation strategies. The City’s development review process is designed to assure that development proposals are thoroughly evaluated regarding climate change and that comprehensive mitigation measures are developed and implemented. The City is also taking a proactive role to assure the public is safe by informing them about severity of climate change impacts and what resources are available to them to mitigate these impacts. Therefore, the project would not conflict with any applicable plan, policy or regulation of an agency adopted for the purpose of reducing the emissions of greenhouse gases. Furthermore, the project will also comply with applicable Green Building Standards and City of Rancho Mirage’s policies regarding sustainability (as dictated by the City's General Plan, Sustainability Plan, and Energy Action Plan). Impacts are considered to be less than significant. As previously mentioned, the project’s GHG emissions have been evaluated against the regionally accepted thresholds, which are part of the State regulations aimed at addressing climate change. The calculated emissions will not exceed the GHG and criteria air pollutant thresholds and therefore will not interfere with the City’s efforts to monitor and do its part to address climate change. Less than significant impacts are anticipated.

Mitigation: None


April 2021/Page 58

9. HAZARDS AND HAZARDOUS MATERIALS -- Would the project:


Impact




Impact

No Impact

a) Create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials?

b) Create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment?

c) Emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school?

d) Be located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would it create a significant hazard to the public or the environment?

e) For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in a safety hazard or excessive noise for people residing or working in the project area?

f) Impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan?

g) Expose people or structures, either directly or indirectly, to a significant risk of loss, injury or death involving wildland fires?

Source: Enforcement and Compliance Fault Zoning Act, California Department of Conservation; Enforcement and Compliance History Online, EPA, 2017; EnviroStor, Department of Toxic Substances Control, 2017; GeoTracker, State Water Resources Control Board, 2017; Rancho Mirage General Plan 2017.

a-b) Less than Significant Impact. The Code of Federal Regulations (CFR Title 40, Part 261) defines hazardous materials based on ignitability, reactivity, corrosivity, and/or toxicity properties. The State of California defines hazardous materials as substances that are toxic, ignitable, or flammable, reactive and/or corrosive, which have the capacity of causing harm or a health hazard during normal exposure or an accidental release. As a result, the use and management of hazardous or potentially hazardous substances is regulated under existing federal, state and local laws. Hazardous wastes require special handling and disposal methods to reduce their potential to damage public health and the environment. Manufacturer’s specifications dictate the proper use, handling, and disposal methods for the specific substances. In most cases, it is a violation of federal or state law to improperly store, apply, transport, or dispose of hazardous materials and waste.

Construction of the proposed project is expected to involve the temporary management and use of oils,

fuels and other potentially flammable substances. The nature and quantities of these products would be limited to what is necessary to carry out construction of the project. Some of these materials would be transported to the site periodically by vehicle and would be stored in designated controlled areas on a short-term basis. When handled properly by trained individuals and consistent with the manufacturer’s instructions and industry standards, the risk involved with handling these materials is considerably reduced. The contractor will be required to identify a controlled staging area within the project limits for storing materials and equipment and will be required to implement best management practices to assure that impacts are minimized and that any minor spills are immediately and properly remediated.


April 2021/Page 59

Furthermore, to prevent a threat to the environment during construction, the management of potentially

hazardous materials and other potential pollutant sources will be regulated, in part, through the implementation of measures required in the Storm Water Pollution Prevention Plan (SWPPP) for the project. The SWPPP requires a list of potential pollutant sources and the identification of construction areas where additional control measures are necessary to prevent pollutants from being released on-site or into the surroundings. Best management practices (BMPs) are necessary for proper material delivery and storage; material use; and spill prevention and control. These temporary measures outline the required physical improvements and procedures to prevent impacts of pollutants and hazardous materials to workers and the environment during construction. For example, all construction materials, including paints, solvents, and petroleum products, must be stored in controlled areas and according to the manufacturer’s specifications. In addition, perimeter controls (fencing with wind screen), linear sediment barriers (gravel bags, fiber rolls, or silt fencing), and access restrictions (gates) would help prevent temporary impacts. With such standard measures in place, less than significant impacts are anticipated during construction.

The operation of hotel buildings does not typically involve the routine transport, use, or disposal of

hazardous materials in quantities or a manner that would pose a threat to the project and surroundings. Typical operational uses would involve the handling and application of cleaning agents, building maintenance products, paints and solvents, and similar items would be stored on-site. These potentially hazardous materials would not be present in significant quantities to pose a significant hazard to public health and safety or the environment.

The project proposes the construction of an onsite pool. The California Department of Public Health is

authorized to establish standards for public swimming facilities. According to Section 65529, Public Pool Disinfection, of Title 22 of the California Code of Regulations (CCR), it is required that public pools, when open or in use, be disinfected continuously by a chemical that imparts a disinfectant consistent with minimum and maximum concentrations, also determined in Section 65529. If halogens other than chlorine are used, residuals of equivalent strength shall be maintained. Records of the routine maintenance and repairs are also required per the CCR. Additionally, the pool operator shall maintain a test kit for measuring the disinfectant residual, pH, and, if uses, cyanuric acid concentration in the public pool. The hotel pool shall be required to adhere to all applicable standards and regulations within the California Health and Safety Code, the CCR, the California Building Code, and the California Electrical Code regarding public swimming pools. The enforcing agency that would evaluate the plans for the project prior to construction would be the Riverside County Department of Environmental Health.

According to Riverside County Municipal Code Chapter 8.64, Disclosure of Hazardous Materials and

Formulation of Business Emergency Plans, the County established a system for permitting businesses that handle hazardous materials in order to enforce minimum standards respecting such materials. According to Chapter 8.64, chlorine and muriatic acid stored in combined aggregate qualities greater than or equal to fifty-five (55) gallons, and/or greater than or equal to five hundred (500) pounds for pools are considered hazardous materials. Under the administration of the County of Riverside Department of Environmental Health (DEH), and in compliance with the Hazardous Materials Release Response Plans and Inventory Law, Chapter 6.95 of the California Health and Safety Code (HSC), any business handling and/or storing a hazardous material shall obtain a permit from the DEH and electronically submit a business plan in the Statewide Informational Management System. The proposed project will require storage or handling of hazardous materials, as defined in Chapter 8.64 of the Riverside County Municipal Code including pool disinfecting and cleaning supplies, and shall be required to follow the procedures established in the Municipal Code and Chapter 6.95 of the HSC. Adherence to federal, state, and regional regulatory standards will ensure impacts related to the release of hazardous materials associated with the project and public pools are anticipated to be less than significant. Compliance of these procedures will ensure that impacts due to the use, transport, and disposal of hazardous materials would be less than significant during project operation.


April 2021/Page 60

Additionally, the handling, application, and storage of cleaning agents, building maintenance products,

paints, solvents and other related substances is expected to occur within the project in order to carry out the necessary operations in each facility or use. However, these materials would not be present in sufficient quantities to pose a significant hazard to public health and safety, or the environment.

By following the appropriate federal, state, and regional regulatory standards, less than significant impacts

are expected pertaining to significant hazards to the public or the environment through the routine transport, use, or disposal of hazardous materials, and accident conditions involving the release of hazardous materials into the environment. Less than significant impacts are expected.

Mitigation: None c) No Impact. The project site is not located within ¼ mile of an existing or proposed school. The nearest

school to the project site is Rancho Mirage Elementary School, located approximately 0.57 miles southwest of the project. Therefore, the project is not expected to emit hazardous emissions, or handle hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school.

Mitigation: None

d) Less than Significant Impact. The project proposes the construction of a hotel on the southwest corner of Bob Hope Drive and Rancho Las Palmas Drive. In order to comply with Government Code 65962.5 and its subsections, record searches on the project property were performed within multiple database platforms. The resources consulted included GeoTracker, EnviroStor and the EPA Enforcement and Compliance History Online (ECHO).

GeoTracker is a database maintained by the State of California Water Resources Control Board that

provides online access to environmental data. It serves as the management system for tracking regulatory data on sites that can potentially impact groundwater, particularly those requiring groundwater cleanup and permitted facilities, such as operating underground storage tanks and land disposal sites.

EnviroStor is a database maintained by the State of California Department of Toxic Substances Control

(DTSC). The EnviroStor database identifies sites with known contamination or sites for which there may be reasons to investigate further. It includes the identification of formerly contaminated properties that have been released for reuse; properties where environmental deed restrictions have been recorded to prevent inappropriate land uses; and risk characterization information that is used to assess potential impacts to public health and the environment at contaminated sites.

Moreover, the ECHO database focuses on inspection, violation, and enforcement data for the Clean Air Act

(CAA), Clean Water Act (CWA) and Resource Conservation and Recovery Act (RCRA) and also includes Safe Drinking Water Act (SDWA) and Toxics Release Inventory (TRI) data.

In June 2020, a search was performed on all three database platforms. The GeoTracker, EnviroStor, and

ECHO database results did not identify any Leaking Underground Storage Tank (LUST) Cleanup Sites, Land Disposal Sites, Military Sites, DTSC Hazardous Waste Permits, DTSC Cleanup Sites, or Permitted Underground Storage Tanks on or in connection with the project property.

The GeoTracker database identified five LUST sites and 1 Permitted Underground Storage (UST) site

within a mile radius of the project property. The facilities are listed as follows:

• Chevron Station #9-7961 at 71800 Highway 111, approximately 0.11 miles south of the project (LUST).


April 2021/Page 61

• Texaco Station Rancho Mirage at 71689 Highway 111, approximately 0.25 miles west of the project (LUST).

• World Oil Marketing Co., #106 at 71689 Highway 111, approximately 0.25 miles west of the project (UST).

• Elephant Car Wash at 71490 Highway 111, approximately 0.46 miles northwest of the project (LUST).

• Sunrise Country Club at 71601 Country Club Drive, approximately 0.57 miles north of the property (LUST).

• Marriott Rancho Las Palmas at 51 Cueta Drive, approximately 0.65 miles northeast of the site (LUST).

The listed facilities are registered by the Riverside County Department of Environmental Health as either a Permitted Underground Storage Tank (UST), or a Leaking Underground Storage Tanks (LUST). All five of the LUST sites had a “Completed” Cleanup Status and their cases have been closed. These facilities will not impact the proposed project.

The ECHO database listed 8 facilities within a mile radius of the project site. The facilities are listed as

follows:

• Palm Springs Oil #3 at 71828 Highway 111, approximately 0.15 miles southwest of the project. This facility is listed by the RCRA as a small quantity generator (SQG).

• World Oil Marketing Company #106 at 71689 Highway 111, approximately 0.25 miles west of the project. This facility is listed by the RCRA as “Other”.

• Rancho Las Palmas Cleaners at 42380 Bob Hope Drive, approximately 0.30 miles southeast of the project. This facility is listed by the RCRA as a small quantity generator (SQG).

• Home Depot USA Inc HD FL0033 at 71905 Highway 111, approximately 0.30 miles southwest of the project. This facility is listed by the RCRA as a small quantity generator (SQG).

• CVS Pharmacy #9153 at 42520 Bob Hope Drive, approximately 0.35 miles south of the project. This facility is listed by the RCRA as a large quantity generator (LQG).

• Rancho Mirage Automotive at 71491 Highway 111, approximately 0.45 miles northwest of the project. This facility is listed by the RCRA as a small quantity generator (SQG).

• Duncan Emmons Auto Body at 71-446 Highway 111, approximately 0.47 miles northwest of the project. This facility is listed by the RCRA as a small quantity generator (SQG).

• Revell at 72850 Clancy Lane, approximately 0.95 miles northeast of the project. This facility is listed by the NPDES as Clean Water Act (CWA).

The registered facilities do not currently have any violations (as indicated on the ECHO database) and are not anticipated to impact the project property.

The EnviroStor database did not reveal any registered facilities on the project property or within a mile radius of the project. Per the records search pursuant of Government Code 65962.5, the project site was not registered as having any Leaking Underground Storage Tank (LUST) Cleanup Sites, Land Disposal Sites, Military Sites, DTSC Hazardous Waste Permits, DTSC Cleanup Sites, or Permitted Underground Storage Tanks onsite. Less than significant impacts are anticipated.

Mitigation: None


April 2021/Page 62

e) No Impact. The project is not located within an airport land use plan or private airstrip. The Palm Springs International Airport is located approximately 8.25 miles northwest of the project site. The Bermuda Dunes Airport is located approximately 8 miles east of the project. As a result, the project is located outside both of the airport facilities’ influence and planning area. Flights approaching and departing the Palm Springs International Airport and the Bermuda Dunes Airport may fly over the City and the project site with an intermittent frequency, however, no impacts are anticipated.

Mitigation: None f) Less than Significant Impact. The Emergency Preparedness Element of the City’s General Plan provides

information on the critical facilities necessary to effectively respond in the event of an emergency. The City has also adopted a Multi-Hazard Functional Plan, which is continually updated, addresses the planned response to extraordinary emergency situations associated with natural or human caused disasters, technical incidents and nuclear defense operations. Additionally, the City participates in the Riverside County Multi-Jurisdictional and Local Hazard Mitigation Plan (LHMP). Based on these resources, the two main evacuation routes in the City and region include I-10 and Highway 111, while the City’s primary and minor arterial streets serve as secondary routes. At project build-out and operation, roadways and emergency evacuation routes will not be altered or reconfigured.

Development of the 0.91-acre project would result in a minimal increase in demand for fire services, however based on the project site’s proximity to Fire Station 50, and the existing infrastructure in place, the proposed project could be adequately served by fire protection services within the 5-minute response time and no new or expanded facilities would be required. Fire Station 69, located at 71-751 Gerald Ford Drive, is approximately 4 driving miles from the project. The project will be reviewed by City and Fire officials to ensure adequate fire service and safety as a result of project implementation. As stated previously, any applicable plans prepared in accordance with California Health and Safety Code Section 25505, including, but not limited to, the Hazardous Material Business Plan (HMBP), or the Hazardous Material Management Plan (HMMP). These plans provide basic information necessary for use by first responders in order to prevent or mitigate damage to the public health and safety and to the environment from a release or threatened release of a hazardous material. Consult discussion a-b) in this Hazards Section.

By implementing the appropriate federal, state, and local regulatory standards, the project is not expected to interfere with the critical facilities, emergency transportation and circulation, or emergency preparedness coordination. Less than significant impacts are anticipated.

Mitigation: None

g) No Impact. The project property is located on the southwest corner of the intersection of Bob Hope Drive

and Rancho Las Palmas Drive. The project site is surrounded by developed land on all sides of the property. The land immediately south and west of the project consists of commercial properties belonging to The River shopping center. The land immediately north and east consists of commercial and residential development.

The proposed site lies within the General Commercial land use designation and intends to develop a hotel and associated parking lot. Based on the 2017 General Plan Fire Threat Map (Exhibit 27), the project property is identified as having no fuel (no hazard). Areas identified as having moderate, high or very high fire threats are areas in the northern part of the City, between Ramon Road and the Interstate 10 Freeway, and the south part of the City, south of Highway 111 at the hillside of the Santa Rosa Mountains. Consult the Wildfires Section of this environmental document for further discussion. Conclusively, the project site


April 2021/Page 63

is located in an area with no fire threat to the City; therefore, impacts regarding wildland fires are not expected.

Mitigation: None


April 2021/Page 64

10. HYDROLOGY AND WATER QUALITY -- Would the project:


Impact




Impact

No Impact

a) Violate any water quality standards or waste discharge requirements or otherwise substantially degrade surface or ground water quality?

b) Substantially decrease groundwater supplies or interfere substantially with groundwater recharge such that the project may impede sustainable groundwater management of the basin?

c) Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river or through the addition of impervious surfaces, in a manner, which would result in substantial erosion or siltation on- or off-site?

i) result in substantial erosion or siltation on- or off-site;

ii) substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or off-site;

iii) create or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff; or

iv) impede or redirect flood flows? d) In flood hazard, tsunami, or seiche zones, risk release of pollutants due to project inundation?

e) Conflict with or obstruct implementation of a water quality control plan or sustainable groundwater management plan?

Sources: Flood Insurance Rate Map # 06065C2206G, Federal Emergency Management Agency, Effective August 28, 2008; Water Quality Control Plan for the Colorado River Basin Region, January 2019; Coachella Valley Water District, 2015 Urban Water Management Plan, Final Report, July 2016; Project-Specific Preliminary Water Quality Management Plan (WQMP), MSA Consulting, Inc., June 2020. a) Less than Significant Impact.

Summary of Regulatory Framework: The Clean Water Act (CWA) of 1972 was enacted to restore and maintain the chemical, physical, and biological integrity of the nation’s waters by regulating the discharge of pollutants to waters of the U.S. from point sources. As part of the National Pollutant Discharge Elimination System (NPDES) program, subsequent amendments to the CWA established a framework for regulating non-point source discharges from urban land runoff and other diffused sources that were also found to contribute to runoff pollution. Under the CWA, the Environmental Protection Agency (EPA) has delegated the NPDES permit program to various state, tribal, and territorial governments, enabling them to perform many of the permitting, administrative, and enforcement aspects of the program. California is a delegated NPDES state and has authority to administer the NPDES program within its limits.

The Porter-Cologne Act is the principal law governing water quality regulation for surface waters in California. It established a comprehensive program to protect water quality and the beneficial uses of water. Presently in the state of California, the State Water Resources Control Board (SWRCB) and nine California Regional Water Quality Control Boards (RWQCBs) regulate and protect water quality pursuant to NPDES. Their regulations encompass storm water discharges from construction sites, municipal separate storm sewer systems (MS4s), and major industrial facilities. Within this framework, the approved Colorado River


April 2021/Page 65

Basin Water Quality Control Plan (Basin Plan) identifies the beneficial water uses, describes the water quality which must be maintained to support such uses, and describes the programs, projects, and other actions necessary to achieve the standards and protect surface water quality. The proposed project is located within the Whitewater River Watershed in the RWQCB’s Colorado River Region (Region 7). As a component of Region 7, the Whitewater River Watershed Municipal Separate Storm Sewer System (MS4) established a compliance program that covers approximately 1,645 square miles, including the Coachella Valley and City of Rancho Mirage. Based on the project’s location and setting, the nearest receiving water to the project is the Whitewater River, located approximately 700 feet north of the site.

The CWA section 303(d) requires states to identify waters that do not meet applicable water quality standards (impaired waters). In California, this information is summarized in the Final 2014/2016 California Integrated Report (Clean Water Act Section 303(d) List / 305(b) Report), which is the most current approved listing. Based on this source, the Whitewater River is not listed or has previously been listed as an impaired resource. Therefore, Whitewater River is not deemed to have concerns in meeting the water quality and water quality parameters.

In addition to the applicable CWA, NDPES, and MS4 provisions, Rancho Mirage Municipal Code Title 13, Section 13.05.010, serves as the local regulation pertaining to on-site stormwater management and retention. The combined regulatory framework for hydrology, water quality, and water conservation measures is incorporated into the project as discussed below.

Proposed Improvements: The project involves a four-story hotel and associated amenities occupying an area of approximately 0.91 acres, located in an existing parking lot of a commercial plaza that is currently served by a private storm drain system. The project site is a completely developed with a combination of paving and landscaping improvements. No natural open space or drainage courses (washes, streams, or rivers) are found on or around the site. Existing drainage follows the parking lot surface elevation gradient toward the northeast to two private catch basins connected to the on-site storm drain line. Stormwater runoff from other areas of the commercial plaza are similarly handled. The collected runoff is conveyed to a publicly maintained (MS4) storm drain line that follows the alignment of Rancho Las Palmas Dr easterly and then northerly along Bob Hope Dr with a discharge point on the south slope of the Whitewater River. The proposed project will involve a stormwater management system independent of the existing storm drain facilities that currently serve the commercial property. To achieve this, the project will introduce one on-site retention facility (underground corrugated metal pipe structure) sized to capture and infiltrate the volumetric-based stormwater quality design volume totaling 2,790 cubic feet generated from the hotel facility (0.91 acres) and from the surrounding parking lot area of 1.74 acres. In doing so, the project’s stormwater management system will treat a combined area of 2.65 acres. The proposed storm drain facilities to be managed and maintained by the project operator will not interfere with the existing commercial property storm drain operations. By capturing and infiltrating runoff from the proposed project area and its paved surroundings, the project will reduce the runoff volume currently being conveyed from the existing parking lot into the City’s MS4 facilities. Regulatory Compliance with Waste Discharge Requirements and Water Quality Standards: Section 13374 of the California Water Code (CWC) defines the term “Waste Discharge Requirements” (WDRs) as being equivalent to the term “permits” and therefore pertains to a process to regulate individual or categorized activities, such as construction. As discussed below, the relevant WDRs to the project occur in the form of general permits applicable during the period of construction and subsequently during the life of the project (operations). Compliance with WDRs is therefore achieved through the appropriate permit registration process under the applicable NPDES programs described below.


April 2021/Page 66

During construction, compliance with waste discharge requirements will be met through the permit registration and coverage process under the NPDES General Permit for Storm Water Discharges Associated with Construction and Land Disturbance Activities, Order No. 2009-0009-DWQ, as amended by 2010-0014-DWQ and 2012-006-DWQ. This permit is otherwise known as the Construction General Permit (CGP), applicable to any construction activity that results in a land disturbance of equal to or greater than one acre. The project’s permit registration process and associated plans necessary to obtain CGP coverage are a requirement and not considered mitigation. Compliance with the CGP will involve the development and implementation of a project-specific Storm Water Pollution Prevention Plan (SWPPP), designed by a registered Qualified SWPPP Developer (QSD), to prevent potential adverse impacts to surface water quality during the period of construction. The compliant SWPPP is required to cover all aspects of construction-related temporary land disturbance. The plan is also required to identify a strategy of storm water Best Management Practices (BMPs) in accordance with Section XIV (SWPPP Requirements) of the CGP for proper field implementation. Storm water BMPs refer to a schedule of activities, prohibitions, practices, maintenance procedures, and other management practices to prevent, eliminate, or reduce the pollution of the receiving waters. BMP categories include erosion control, sediment control, non-stormwater control, waste management, site housekeeping, and proper permit reporting (inspections, recordkeeping, and reporting) under the CGP scope. Compliance with the State’s CGP during construction is regulated and enforced as part of the RWQCB’s inspection and audit authority indicated in Section 13267 of the Porter-Cologne Water Quality Control Act. Consistent with these requirements, all disturbed land must be re-stabilized or improved to prevent post-construction concerns over erosion, sedimentation, or non-stormwater discharges.

During the life of the project, water quality standards and waste discharge requirements will be met through the compliance of the NPDES permit program for post-construction conditions, which mandate the implementation of a project-specific Water Quality Management Plan (WQMP) consistent with the most current standards of the Whitewater River Region Water Quality Management Plan for Urban Runoff and the Whitewater River Watershed MS4 Permit, both of which are programs under the NPDES and CWA framework. The WQMP is required to identify a strategy of site design, source controls, and treatment controls with a required operation and maintenance program to meet the measurable goal criteria for stormwater management. A Preliminary WQMP for this project indicates that the proposed underground retention structure will serve as the form of treatment for runoff produced by the project and its immediate surroundings. This document will be subject to City review and approval. Under this approach, the project will not result in hydromodifications or changes to the hydrologic regime that will permanently impact downstream channels, receiving waters, or habitat integrity. No Hydrologic Conditions of Concern are expected to result from the project. In summary, during construction and operation, project implementation will be required to comply with CWA, NPDES, state, and local regulations to prevent violations or impacts to surface water quality standards and waste discharge requirements pertinent to surface or ground water quality. Impacts are less than significant without mitigation.

Mitigation: None b) Less than Significant Impact. The Coachella Valley Groundwater Basin is the primary groundwater

source for the project region, with Coachella Valley Water District (CVWD) being the domestic water purveyor serving the project site. The Coachella Valley Groundwater Basin has an estimated storage capacity of 40 million acre-feet (AF) of water within the upper 1,000 feet and is divided into four subbasins: Indio, Mission Creek, Desert Hot Springs, and San Gorgonio. The project site is specifically underlain by the Indio Subbasin, which is also known as the Whitewater River Subbasin.


April 2021/Page 67

CVWD works with other local water agencies and Coachella Valley stakeholders to implement water conservation, water reuse, and groundwater recharge strategy to ensure water availability and system capacity to meet the growing needs of the Coachella Valley. CVWD collaborates with the operation and maintenance of three replenishment facilities serving the Indio Subbasin: Whitewater River Groundwater Replenishment Facility, the Thomas E. Levy Groundwater Replenishment Facility, and the Palm Desert Groundwater Replenishment Facility. Local groundwater resources are managed under the 2015 CVWD Urban Water Management Plan (2015 UWMP). The 2015 UWMP serves as a planning tool that documents actions in support of long-term water resources planning and ensures adequate water supplies are available to meet the existing and future urban water demands. The 2015 UWMP indicates that the Coachella Valley groundwater basin historically has been in a state of overdraft. An overdraft condition occurs when the outflows (demands) exceed the inflows (supplies) to the groundwater basin over a period of time. In 2014, the California Legislature signed a three-bill legislative package into law, collectively known as the Sustainable Groundwater Management Act (SGMA). SGMA allows local agencies to manage groundwater resources in a sustainable manner, with management efforts tailored to the resources and needs of their specific communities. Groundwater management is described as the planned and coordinated monitoring, operation, and administration of a groundwater basin sustainability. The Coachella Valley Groundwater Basin is designated by DWR as a medium priority basin. CVWD is the Groundwater Sustainability Agency (GSA) for the majority of the eastern portion of the Indio Subbasin, including the area that underlies the project area. Since groundwater management has been a historic effort in the Coachella Valley, local agencies have been able to adapt their current measures as part of their sustainability plan. Artificial replenishment, or recharge, is recognized by the water districts as one of the most effective methods available for preserving local groundwater supplies, reversing aquifer overdraft and meeting demand by domestic consumers. According to the CVWD website on Ground Replenishment and Imported Water, local agencies have percolated over 650 billion gallons of water back into the aquifer to date. In the central part of the Coachella Valley, groundwater recharge is provided by the recently constructed first phase of the Palm Desert Groundwater Replenishment Facility, operated by CVWD. According to the CVWD web site, this facility is expected to add up to 25,000 acre-feet of Colorado River water annually into the aquifer. Combined with water conservation and efficiency requirements, individual development projects can contribute to groundwater sustainability by implementing the required stormwater runoff retention and infiltration facilities. The proposed project location and setting will not impede or conflict with any existing or planned groundwater recharge facility. The proposed development aligns with the local and regional groundwater recharge strategies by implementing on-site infiltration facilities as part of the site design and improvement plans. The proposed storm water management design includes one underground retention structure designed to collect and infiltrate up to 2,790 cubic feet of runoff. This aspect of the project would replace a condition in which parking lot runoff is directly discharged into the private storm drain system that connects to the public MS4 facilities. The project will also implement water conservation measures in accordance with the applicable landscape ordinance requirements pertaining to water efficient irrigation systems and drought-tolerant plant selection (Rancho Mirage Municipal Code 17.24). Interior fixtures are also expected to be water efficient, thus complying with the local water conservation strategies. Therefore, the project is not expected to interfere with the regional groundwater recharge efforts or groundwater sustainability for the regional basins. Less than significant impacts are anticipated.

Mitigation: None c) i) Less than Significant Impact. As previously discussed, the completely developed project site operating

as part of a paved parking lot for the existing commercial property is absent of any natural open space, exposed soils, or natural drainage courses capable of creating existing erosion or siltation concerns. The


April 2021/Page 68

project setting is stabilized through a combination of paving, hardscape, and landscaping improvements which are privately maintained. Surrounding properties are also developed. The existing property frontage along Rancho Las Palmas Drive and Bob Hope Drive include curb and gutter facilities that direct flows to existing storm drain systems.

The proposed project would introduce a hotel development with associated storm drain improvements to serve the project site and its immediate parking lot surroundings. During construction, erosion and siltation impacts would be prevented through implementation of required measures under a compliant Storm Water Pollution Prevention Plan (SWPPP). After construction and during the life of the project, the developed condition would be stabilized through a combination of buildings, hardscape, and landscaping improvements, also preventing erosion and siltation from being generated, induced, or discharged in any routine manner.

Therefore, the project would not result in the alteration of any drainage pattern or land disturbance capable of resulting in substantial erosion or siltation on- or off-site. Less than significant impacts are anticipated without the need for mitigation.

Mitigation: None

ii) Less than Significant Impact. The Federal Emergency Management Agency (FEMA) Flood Insurance Rate Maps (FIRMs) serve as the basis for identifying potential hazards and determining the need for and availability of federal flood insurance. Based on FEMA FIRM Panel Number 06065C2206G, effective August 28, 2008, the entire project area is covered by Zone X, which corresponds to areas of minimal flood hazard. In its existing condition, the project site is served by an on-site storm drain system previously established to accept and convey stormwater from the commercial property into the publicly operated regional storm drain system. The proposed development will prevent increases to stormwater runoff, both in rate and amount, by introducing an on-site facility to intercept and retain project area surface runoff to the extent that it meets the water quality measurable goal under the MS4 requirements. Since the proposed facilities will address an area larger than the 0.91-acre project area, it will effectively reduce the amount of surface runoff and therefore prevent flooding on- or off-site. As such, the proposed development is not expected to substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or off-site. Less than significant impacts are anticipated. Mitigation: None

iii) Less than Significant Impact. The City of Rancho Mirage is a Permittee of the Whitewater River

Watershed Municipal Separate Storm Sewer System (MS4) permit area. Within the City limits, MS4 facilities include a system of conveyances (including roads with drainage systems, municipal streets, catch basins, curbs, gutters, ditches, man-made channels, or storm drains) designed for collecting and conveying stormwater. Storm drain facilities can be public or private. Examples of public facilities include pipes, gutters, channels, and basins occurring within the public right-of-way and/or maintained by a public agency. Private facilities are distinguished by being maintained separately by a private entity.

The commercial property, where the project site is found, includes a privately operated storm drain system designed to collect and convey surface runoff into the regional MS4 system serving the surrounding vicinity. The public MS4 facilities outlet at the Whitewater River, located approximately 700 feet north of the project. The proposed development occupying an existing paved parking lot will include a distinct/independent on-site storm drain facility sized to collect and retain runoff volume to meet the water quality measurable goal under the MS4 requirements and in accordance with the project-specific Water Quality Management Plan (WQMP). The system is designed to only allow stormwater runoff to leave the site after the initial water quality volume is addressed through retention/infiltration. Therefore, the project


April 2021/Page 69

is not expected to generate runoff quantities or additional sources of pollution that would exceed the capacity of existing or planned stormwater drainage systems.

Mitigation: None

iv) Less than Significant Impact. As previously described, the project site and its surroundings are deemed

to be areas of minimal flood hazards according to FEMA FIRM Panel Number 06065C2206G. As such, the project site is not prone to flood flows or inundation that could be impeded or redirected. Stormwater runoff generated on-site will be handled through on-site retention before any runoff is conveyed to the public storm drain system. Less than significant impacts are anticipated. Mitigation: None

d) No Impact. Being located in an area of minimal flood hazard according to FEMA FIRM Panel Number 06065C2206G, the project would not introduce structures or facilities to a Special Flood Hazard Area (SFHA), where the risk of inundation is higher. The project will include storm drain facilities to meet the MS4 water quality requirements and in part reduce the amount of urban runoff being generated in the existing paved condition. Moreover, the project is not located near any coastal areas and therefore is not prone to tsunami hazards. The project is not located near any body of water and therefore is not prone to seiche hazards. The proposed hotel will not include the storage of pollutants, petroleum products, or other hazardous materials in unregulated conditions which would be deemed a risk of release in an inundation condition. Therefore, no impacts are anticipated.

Mitigation: None

e) Less than Significant Impact. As discussed previously, the project proponent is required to implement a

project-specific Water Quality Management Plan (WQMP) to comply with the most current standards of the Whitewater River Region Water Quality Management Plan for Urban Runoff, Whitewater River Watershed MS4 Permit. The WQMP will incorporate grading, hydrology, and other plans to document the site design, source controls, and treatment controls with a required operation and maintenance program to comply with the hierarchy water quality objectives. The proposed design will allow project area runoff to be safely conveyed to an on-site retention system sized to address the water quality criteria established under the MS4 prior to any off-site conveyance. This proposed retention approach will improve on the existing condition where parking lot runoff is conveyed to the public MS4 facilities. Combined with the required water conservation practices, the proposed retention component of the project is expected to contribute to the groundwater sustainability efforts implemented for the Coachella Valley region. Less than significant impacts are anticipated.

Mitigation: None


April 2021/Page 70

11. LAND USE AND PLANNING - Would the project:


Impact




Impact

No

Impact

a) Physically divide an established community? b) Cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect?

Source: Rancho Mirage 2017 General Plan Update; Rancho Mirage Municipal Code. a) No Impact. The proposed project site occupies approximately 0.91 acres of developed commercial land on

the southwest corner of Bob Hope Drive and Rancho Las Palmas Drive. The project property currently consists of paved parking areas and various forms of vegetation. Rancho Las Palmas Drive is located north of the project, and the area approximately 200 feet north consists of both commercial and residential development. Bob Hope Drive is located east of the project property, and the area further north consists of the Omni Resort. Parking spaces, similar to those found at the project site, are located immediately west and south of the project. Buildings associated with The River shopping center are located south and southwest of the project site. With the foregoing context, the project site will not divide an established community, therefore, no impacts are expected.

Mitigation: None b) Less than Significant Impact. The project site, located in the northeast corner of The River shopping

center, sits within the boundaries of the City of Rancho Mirage’s Highway 111 East Specific Plan. The Highway 111 East Specific Plan (referred to as “Specific Plan” herein) is a City approved document that governs the land use, design, and developmental standards within the eastern segment of the Highway 111 corridor in Rancho Mirage. The purpose of the Specific Plan is to stimulate responsible development and to guide revitalization of the Highway 111 corridor area in the City of Rancho Mirage through the implementation of customized development regulations and design guidelines. It is intended to implement policies of the City’s General Plan, Community Economic Development Strategy and other applicable planning documents, with particular emphasis given to recommendations and implementation measures encouraging the development of certain land use and circulation components and, the establishment of development criteria commensurate with quality and economic success. The Specific Plan is a regulatory document, that serves as zoning for the properties involved. The Specific Plan is divided into five sections that include (1) The Specific Plan Approach, (2) Design Concepts, (3) Development Regulations, (4) Design Guidelines, and (5) Programs and Incentives. Within these sections, plan structure and design concepts, corridor circulation, landscape/hardscape concept, land development regulations, guideline framework, site planning guidelines, landscape guidelines, hardscape elements, lighting guidelines, parking and parking plazas, architectural guidelines, and implementation are discussed in great detail in the Specific Plan. The project site is located within District 1, Town Center, of the Highway 111 East Specific Plan. Per the Specific Plan, the Town Center is planned as a mixed-use development that will serve as the heart of “Downtown” Rancho Mirage. This District sets the standard for quality design and is intended to create a major identity statement for Rancho Mirage. The land use concept for District 1 is designed to function as a civic center space, a regional and community shopping destination, a Rancho Mirage arrival statement, and as a space to accommodate hotel or office needs. Hotel uses are permitted within District 1 with the submittal and approval of a Conditional Use Permit.


April 2021/Page 71

The project is also located within the City of Rancho Mirage’s General Commercial (CG) zoning designation, which is applied to areas appropriate for a variety of smaller commercial centers and specialty retail shops, including, but not limited to, clothing and apparel, jewelry stores, and personal service businesses on sites generally two to eight acres in size. Highway 111 East Specific Plan Objectives Since the Highway 111 East Specific Plan is the governing document of the project area, the project shall comply with the objectives, regulations, and guidelines outlined in the Specific Plan. Discussed subsequently. The development regulations outlined within Section 3 of the Specific Plan are intended to guide development within all planning districts to ensure that each individual development project contributes to meeting the goals and objectives for the entire document. More specifically, the regulations are intended to:

• Provide opportunities for economically productive business enterprises. • Establish uses and site development standards which contribute to the improvement of existing land

use patterns. • Provide for the scale and nature of uses which can make the most efficient use of the existing

development patterns as well as parcel size and shape. • Achieve gradual improvement of older commercial, office, and residential buildings through

expansion of use, redevelopment, rehabilitation, landscaping, design improvements or any combination of these devices desired by the property owner(s) and supportable by the City.

• Contribute to the improvements of both visual and functional attributes of the Corridor to help stimulate business activity.

• Expand the traffic handling capacity of arterial highways, local streets and driveways that serve the area to accommodate new development and redevelopment or rehabilitation of existing areas; made possible in part by use changes or intensification.

• Establish a sense of place, as well as continuity and consistency of development standards, within the Corridor.

Section 4 of the Specific Plan establishes design guidelines for the Specific Plan area as a method of achieving a high quality, cohesive design for the Highway 111 East Specific Plan area. Key design elements outlined within the SP includes site planning, architecture, landscape design, hardscape elements, parking, signage, and lighting. Proposed Project Consistency with Specific Plan Project consistency with the Highway 111 East Specific Plan is discussed in further detail below. The project proposes the development of a four-story hotel in District 1 of the Specific Plan area. The project currently operates as a paved parking lot for The River shopping center businesses, located south and southwest of the project. The proposed project would facilitate construction of a hotel to revitalize the center, making the center more financially sustainable, benefiting the tenants through increased customer traffic. The proposed hotel will introduce opportunities for economically productive business enterprises, by locating a hotel in the City center. This will allow guests, visiting for business or leisure, to be in proximity to existing businesses in the City. Guests staying at the hotel will be able to walk to the nearby dining, retail and entertainment businesses located in The River shopping center. Guests would also be able to drive short distances to the businesses located along the Highway 111 Corridor. The project will strengthen the economy in Rancho Mirage by placing the hotel near existing commercial areas and businesses in the City center.


April 2021/Page 72

Vehicular entry from the east to the project site is proposed to occur at Rancho Las Palmas Drive, north of the project, via a left-turn lane (“pocket”). The left turn pocket currently exists on Rancho Las Palmas Drive, however, vehicular entry to the project site is not currently accessible due to the existing landscaping and curb and gutter improvements that exist along the northern project boundary. As a part of the project, an ingress/egress point will be located at Rancho Las Palmas Drive and Eleanora Lane and will utilize the existing left-turn pocket. The existing infrastructure accommodates the proposed vehicular entry point.

The project will maintain continuity and consistency of development standards established in the surrounding area. Project building design will include desert contemporary architecture, with colors that complement the natural desert environment. There are no other properties of comparable size or strategic location in the Specific Plan, with zoning that allows hotels other than District 1. Per the Specific Plan, maximum building heights in District 1 are permitted to be two-story/60 feet in height. The project proposes a four-story hotel; however, the maximum building height will not exceed 60 feet. Therefore, a Variance will be submitted for the additional stories for consideration by the City of Rancho Mirage. A variance allowing an increase in the number of stories is needed to implement the Specific Plan with an economically sustainable hotel use.

In addition to the Building Story Count Variance, a Parking Variance will be submitted, since the project is converting the existing parking lot associated with The River shopping center to a hotel use. The variance is required because the hotel will occupy parking spaces which were calculated for the uses presently onsite, and there is no proposal to replace them. A parking study prepared for the center as a whole, including a new hotel, concludes that adequate parking can be provided at the River for all uses if certain concessions are made which do not comply with current zoning requirements. All parking would be constructed to City engineering standards. The proposed hotel uses are allowable within District 1 of the Highway 111 East Specific Plan with the submittal and approval of a Conditional Use Permit (CUP). Project architecture, site planning, and landscape design will ensure that the requirements outlined in the Highway 111 East Specific Plan for developments in District 1 are met. The approval of the proposed building story count and parking variances will allow the hotel project on the one-acre site. With the approval of the CUP and the story count and parking variances, less than significant impacts are anticipated.

Mitigation: None


April 2021/Page 73

12. MINERAL RESOURCES -- Would the project:


Impact




Impact

No

Impact

a) Result in the loss of availability of a known mineral resource that would be of value to the region and the residents of the state?

b) Result in the loss of availability of a locally important mineral resource recovery site delineated on a local general plan, specific plan or other land use plan?

Source: Mineral Land Classification Map, Riverside County, 2007; Rancho Mirage General Plan 2017; Rancho Mirage General Plan EIR, May 2005. a,b) Less than Significant Impact. The mineral resources that are attributed to the Coachella Valley desert

floor primarily consists of sand, gravel (aggregate) and other important mineral deposits that have eroded from the surrounding mountains and hills. To ensure the protection of important mineral resources, the Surface Mining and Reclamation Act of 1975 (SMARA) developed Mineral Land Classification Maps and reports to identify the presence or absence of suitable sources of aggregate (sand, gravel or stone deposits) into Mineral Resource Zones. According to this Classification Map, the project site, located on the southwest corner of Bob Hope Drive and Rancho Las Palmas Drive, is located within the Mineral Resource Zone 3 (MRZ-3). This specific zone identifies areas containing known or inferred mineral occurrences of undetermined mineral resource significance.

Similar to the Mineral Resources Land Classification Map, the Rancho Mirage General Plan EIR also

acknowledges the lack of significant mineral resources in their Mineral Resource Zones Map (Figure 5.9-1, 2005). According to this map, there is not enough data to determine the significance of mineral deposits within the project area.

Conclusively, per the Rancho Mirage General Plan EIR, and the Mineral Resources Land Classification Map, there is not enough data to determine the significance of mineral deposits within the project site. However, the project property is currently developed and operates as a parking lot for The River shopping center, southwest of the site. Additionally, the site is located in District 1 of the Highway 111 East Specific Plan and is designated as General Commercial (CG). Mining activities are not permitted within this land use designation. Due to the project’s developed condition, CG land use designation and location within District 1 of the Highway 111 East Specific Plan, less than significant impacts to mineral resources are anticipated.

Mitigation: None


April 2021/Page 74

13. NOISE -- Would the project result in:


Impact

Less Than Significant Impact with Mitigation

Incorporation


Impact

No

Impact

a) Generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies?

b) Generation of excessive groundborne vibration or groundborne noise levels?

c) For a project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels?

Source: Noise Impact Analysis, Ganddini Group, Inc., October 2020; Rancho Mirage General Plan 2017; Rancho Mirage Municipal Code; Rancho Mirage General Plan Environmental Impact Report, 2005. a) Less than Significant Impact with Mitigation Incorporated. According to the Rancho Mirage General

Plan (RMGP) Environmental Impact Report (EIR), sound is a pressure wave transmitted through the air. It is described in terms of loudness or amplitude (measured in decibels [dB]), frequency or pitch (measured in Hertz [Hz] or cycles per second), and duration (measured in seconds or minutes). Sound intensity is primarily measured in decibels through an A-weighted measure (dBA) to correct for the relative frequency response of the human ear. Decibels are measured on a logarithmic scale, which quantifies sound intensity in a manner similar to the Richter scale used for earthquake magnitudes. Thus, a doubling of the energy of a noise source, such as a doubled traffic volume, would increase the noise levels by 3 dBA; halving of the energy would result in a 3 dBA decrease. Changes of 1 to 3 dBA are detectable under quiet, controlled conditions and changes of less than 1 dBA are usually indiscernible. A change of 5 dBA is readily discernable to most people in an exterior environment, whereas a 10 dBA change is perceived as a doubling (or halving) of the sound. Ambient sound generally ranges from 30 dBA (very quiet) to 100 dBA (very loud).

Noise is defined as unwanted or objectionable sound. Noise is known to have several adverse effects on people, including hearing loss, speech interference, physiological responses, and annoyance. From the noise source to the receiver, noise changes both in level and frequency spectrum. The most obvious is the decrease in noise as the distance from the source increases. The manner in which noise reduces with distance depends on whether the source is a point or line sources as well as ground absorption, atmospheric effects and refraction, and shielding by natural and manmade features. Sound from point sources, such as air conditioning condensers, radiates uniformly outward as it travels away from the source in a spherical pattern. The noise drop-off rate associated with this geometric spreading is 6 dBA per each doubling of the distance (dBA/DD). Transportation noise sources, such as roadways, are typically analyzed as line sources, since at any given moment the receiver may be impacted by noise from multiple vehicles at various locations along the roadway. Because of the geometry of a line source, the noise drop-off rate associated with the geometric spreading of a line sources is 3 dBA/DD. Average noise levels over a period of minutes or hours are usually expressed as dBA Leq, or the equivalent noise level for that period of time. For example, Leq (3-hr) would represent a three-hour average. When no period is specified, a one-hour average is assumed.


April 2021/Page 75

Per the RMGP, the City generally enjoys a quiet noise environment with existing community noise being dominated by highway and local traffic, intermittent aircraft flyovers, and commercial operations. Noise levels in Rancho Mirage’s General Plan and EIR are quantified on the basis of the Community Noise Equivalent Level (CNEL), which is a measurement scale that sets appropriate levels of noise based on land use types. CNEL is a 24-hour weighted scale that considers the more sensitive time periods in the evenings and at night, and weights them accordingly. Sensitive receptors, such as residences and schools, have a lower acceptable CNEL level than commercial or business park noise levels. The CNEL descriptor requires that an artificial increment of 5 dBA be added to the actual noise level for the hours of 7:00 p.m. to 10:00 p.m. and 10 dBA for the hours from 10:00 p.m. to 7:00 a.m.

Goals and policies regarding land use compatibility with noise are identified in the Noise Element of the RMGP. The Noise Element contains guidelines for land use compatibility with various community noise exposure levels to prevent future noise incompatibilities. Table XIII-1, Rancho Mirage Noise Level and Land Use Compatibility, indicates the appropriate noise levels for the various land uses within the City. The proposed project corresponds with the land use category of “Transient lodging (motels and hotels)”, in which noise levels up to 65 dBA is “normally acceptable”. Noise levels up to 70 dBA are considered “conditionally acceptable” for transient lodging land uses. This is depicted in Table XIII-1, Rancho Mirage Noise Level and Land Use Compatibility, from the RMGP:

Table XIII-1 Rancho Mirage Noise Level and Land Use Compatibility


April 2021/Page 76

The approximately 0.91-acre project property currently operates as a parking lot for The River shopping center. Areas surrounding the project are fully developed. Land uses surrounding the project includes residential multi-family and commercial/office buildings to the north, transient lodging (Omni Resort) to the east, and commercial to the south and west. Rancho Mirage Municipal Code 8.45.030, Exterior Noise Level Limits, defines exterior noise level standards for the emission of noise from one property to another based on the zoning and time of day. The noise level limits, presented in Table XIII-2, are for a cumulative period of 30 minutes during any hour of the applicable time period. For cumulative periods of time less than 30 minutes in an hour, all the noise standards in Table XIII-2 are increased according to Table XIII-3.

Table XIII-2 Rancho Mirage Exterior Noise Level Standards (More than 30 Minutes)

Land Use Time of Day Noise Level (dBA)

Residential, Low Density 7:00 a.m. to 6:00 p.m. 55

6:00 p.m. to 10:00 p.m. 50 10:00 p.m. to 7:00 a.m. 45

Residential, Medium and High Density, Hospital, Open Space

7:00 a.m. to 6:00 p.m. 60 6:00 p.m. to 10:00 p.m. 55 10:00 p.m. to 7:00 a.m. 50

Commercial Office, Resort Commercial, Mixed Use, Institutional

7:00 a.m. to 6:00 p.m. 65 6:00 p.m. to 10:00 p.m. 60 10:00 p.m. to 7:00 a.m. 55

Commercial Neighborhood, General Commercial, Commercial Recreation, Light Industrial

7:00 a.m. to 6:00 p.m. 70 6:00 p.m. to 10:00 p.m. 65 7:00 a.m. to 6:00 p.m. 60

Source: City of Rancho Mirage Municipal Code 8.45.030 (Table A-1).

Table XIII-3 Rancho Mirage Adjustments for Exterior Noise Level Standards

(30 Minutes and Less) Duration of Sound dBA Adjustment 15-30 minutes per hour 3 10-15 minutes per hour 5 5-10 minutes per hour 10 1-5 minutes per hour 15 Any period of time less than 1 minute per hour 20

Source: City of Rancho Mirage Municipal Code 8.45.030 (Table B-1). A project-specific Noise Impact Analysis, prepared by Ganddini Group, Inc. in October 2020, assessed the noise impacts resulting from development of the proposed project and identified mitigation measures that may be necessary to reduce those impacts. The noise issues related to the proposed land use and development were evaluated consistent with applicable federal, state, and local policies, including those of the City of Rancho Mirage. Existing Land Uses and Sensitive Receptors The project site is bordered by Rancho Las Palmas Drive to the north, Bob Hope Drive to the east, commercial uses and parking lots to the south, and a parking lot to the west. Multiple-family attached residential dwelling units, commercial/office uses, and open space uses are located north of the project (across Rancho Las Palmas Drive). The Omni Resort is located east of the project (across Bob Hope Drive), and commercial buildings associated with The River shopping center is located south of the project.


April 2021/Page 77

Sensitive receptors include land uses that require serenity or are otherwise adversely affected by noise events or conditions. Schools, libraries, churches, hospitals, single and multiple-family residential, including transient lodging, motels and hotel uses make up the majority of these areas. Ambient Noise Measurements In order to document existing ambient noise levels in the project area, four (4) 15-minute daytime noise measurements were taken between 2:17 p.m. and 4:11 p.m. on September 28, 2020 by Ganddini Group, Inc. Noise measurements were taken near the multi-family residential uses located to the north (indicated as “NM1” in Exhibit XIII-1), near the Omni Resort to the east (“NM2”), near the commercial shopping center uses to the south (“NM3”), and near the commercial uses to the north (“NM4”). Short-term ambient noise levels were measured between 55.2 and 68.7 dBA Leq. The dominant noise sources were from vehicles traveling along Rancho Las Palmas Drive, Bob Hope Drive, San Jacinto Drive, and Highway 111. Exhibit XIII-1 displays locations NM1 through NM4, and Table XIII-4 provides a summary of the short-term ambient noise data.

Exhibit XIII-1 Noise Measurement Location Map

*Figure 5 in the Noise Impact Analysis


April 2021/Page 78

Table XIII-4 Short-Term Noise Measurement Summary (dBA)

Daytime Measurements1,2

Site Location

Time Started Leq Lmax Lmin L(2) L(8) L(25) L(50)

NM1 2:17 pm 55.2 68.4 44.4 62.4 58.3 55.4 53.4 NM2 2:48 pm 68.7 78.8 48.8 75.6 73.5 69.9 66.0 NM3 3:15 pm 58.5 74.5 50.3 66.4 62.0 57.1 54.3 NM4 3:56 pm 61.4 74.3 47.6 69.7 66.8 60.8 56.9

Notes: 1. See Exhibit XIII-1 for noise measurement locations. Each noise measurement was performed over a 15-minute

duration. 2. Noise measurements performed on September 28, 2020. Construction Noise Impacts Construction noise will vary depending on the construction process, type of equipment involved, location of the construction site with respect to sensitive receptors, the scheduled proposed to carry out each task (e.g., hours and days of the week) and the duration of the construction work. Construction phases for the proposed project are anticipated to include site preparation, grading, building construction, paving, and architectural coating. Typical operating cycles for these types of construction equipment may involve one or two minutes of full power operation followed by three of four minutes at lower power settings. Construction noise associated with the proposed project was calculated utilizing methodology presented in the Federal Transit Administration (FTA) Transit Noise and Vibration Impact Assessment Manual (2018) together with several key construction parameters including: distance to each sensitive receptor, equipment usage, percent usage factor, and baseline parameters for the project site. Distances to receptors were based on the acoustical center of the proposed construction activity. Construction noise levels were calculated for each phase. Anticipated noise levels during each construction phase are presented in Table XIII-5, Construction Noise Levels.


April 2021/Page 79

Table XIII-5 Construction Noise Levels (Leq)

Modeled unmitigated construction noise levels when combined with existing measured noise levels are expected to reach up to 70.8 dBA Leq at the multiple family north of the project; up to 71.7 dBA Leq at the resort property east of the project; up to 65.6 dBA Leq at the existing commercial land uses south of the project; and up to 70.8 dBA Leq at the commercial/office land uses north of the project site. Therefore, mitigation is recommended during construction activities to reduce impacts to less than significant levels. These mitigation measures are indicated as NOI-1 through NOI-7. Construction noise sources are regulated within Sections 8.45.050 and 15.04.030(A) 117.1 of the Rancho Mirage Municipal Code which prohibit construction activities other than the hours of 7:00 a.m. to 7:00 p.m., with no construction occurring on Sundays or federal holidays. The project will operate during the hours permitted by the City of Rancho Mirage.


April 2021/Page 80

Per the Federal Transportation Agency (FTA) construction noise standards, daytime construction noise levels should not exceed 80 dBA Leq for an 8-hour period at residential uses or 85 dBA Leq for an 8-hour period at commercial uses. Project construction activities would not exceed these thresholds and impacts related to construction would be less than significant. Noise Impact to Off-Site Receptors Due to Project Generated Trips During operation, the proposed project is expected to generate approximately 920 average daily trips with 52 trips during the AM peak hour and 66 trips during the PM peak hour. A worst-case project generated traffic noise level was modeled in the project-specific Noise Impact Analysis utilizing the Federal Highway Administration (FHWA) Traffic Noise Prediction Model – FHWA-RD-77-108. Traffic noise levels were calculated at the right of way from the centerline of the analyzed roadway. The modeling is theoretical and does not take into account any existing barriers, structures, and/or topographical features that may further reduce noise levels. Therefore, the levels are shown for comparative purposes only to show the difference in with and without project conditions. Roadway input parameters including average daily traffic volumes (ADTs), speeds, and vehicle distribution data is shown in the following tables.

Table XIII-6

Project Average Daily Traffic Volumes and Roadway Parameters

Roadway Segment

Average Daily Traffic Volume

Posted Travel Speeds (mph)

Site Conditions Existing Existing

Plus Project

Rancho Las Palmas Dr.

Hwy 111 to San Jacinto Dr. 6,100 6,380 35 Hard San Jacinto Dr. to Eleanora Lane 6,900 7,180 35 Hard Eleanora Lane to Bob Hope Dr. 7,600 8,240 35 Hard

Hwy 111 North of Rancho Las Palmas Dr. 37,800 38,080 45 Hard South of Bob Hope Dr. 49,100 49,420 45 Hard

Bob Hope Dr.

North of Rancho Las Palmas Dr. 22,400 22,720 35 Hard Rancho Las Palmas Dr. to Avenida Las Palmas 17,600 17,920 35 Hard

Avenida Las Palmas to Hwy 111 16,600 16,920 35 Hard

Vehicle Distribution (Light Mix)

Motor-Vehicle Type Daytime % (7 AM – 7 PM)

Evening % (7 PM – 10 PM)

Night % (10 PM – 7 AM)

Automobiles 75.56 13.96 10.49 Medium Trucks 48.91 2.17 48.91 Heavy Trucks 47.30 5.41 47.30

Vehicle Distribution (Heavy Mix)

Motor-Vehicle Type Daytime % (7 AM – 7 PM)

Evening % (7 PM – 10 PM)

Night % (10 PM – 7 AM)

Automobiles 75.54 14.02 10.43 Medium Trucks 48.00 2.00 50.00 Heavy Trucks 48.00 2.00 50.00

The potential off-site noise impacts caused by an increase of traffic from operation of the project on the nearby roadways were calculated for the following scenarios:

• Existing Year (without Project): This scenario refers to existing year traffic noise conditions.


April 2021/Page 81

• Existing Year (with Project): This scenario refers to existing year plus project traffic noise conditions.

Table XIII-7 indicates the modeled existing traffic noise levels range between 65-79 dBA CNEL at the right-of-way of each modeled roadway segment; and the modeled Existing Plus Project traffic noise levels range between 65-79 dBA CNEL at the right-of-way of each modeled roadway segment. Increases in ambient noise along affected roadways due to project generated vehicle traffic is considered substantial if they result in an increase of at least 5 dBA CNEL and: (1) the existing noise levels already exceed the applicable land use compatibility standard for the affected sensitive receptors set forth in the Noise Element of the City General Plan; or (2) the project increases noise levels by at least 5 dBA CNEL and raises the ambient noise level from below the applicable standard to above the applicable standard. All modeled roadway segments are anticipated to change the noise a nominal amount (between approximately 0.02 to 0.35 dBA CNEL), as shown in Table XIII-7. Therefore, a change in noise level would not be audible and would be considered less than significant.

Table XIII-7

Change in Existing Noise Levels Along Roadways as a Result of Project (dBA CNEL)

Roadway Segment

Distance from

roadway centerline to right-of-way

(feet)2

Modeled Noise Levels (dBA CNEL)1

Existing without project

Existing Plus

Project

Change in

Noise Level

Exceeds Standards3

Increase of 5 dB or more

Rancho Las Palmas Dr.

Hwy 111 to San Jacinto Dr. 50 64.75 64.94 0.19 Yes No

San Jacinto Dr. to Eleanora Lane 50 65.28 65.45 0.17 Yes No

Eleanora Lane to Bob Hope Dr. 50 65.70 66.05 0.35 Yes No

Hwy 111 North of Rancho Las Palmas Dr. 60 77.89 77.92 0.03 Yes No

South of Bob Hope Dr. 60 79.03 79.05 0.02 Yes No

Bob Hope Dr.

North of Rancho Las Palmas Dr. 55 74.46 74.53 0.07 Yes No

Rancho Las Palmas Dr. to Avenida Las Palmas 55 73.42 73.49 0.07 Yes No

Avenida Las Palmas to Hwy 111 55 73.16 73.25 0.09 Yes No

Notes: 1. Exterior noise levels calculated 5 feet above pad elevation, perpendicular to subject roadway. 2. Right of way per the City of Rancho Mirage General Plan Circulation Element. 3. Per the City of Rancho Mirage normally acceptable standard for single-family detached residential dwelling units.

Transportation Noise Impacts to the Project As shown in Table XIII-1, transient lodging is an “acceptable” land use in areas where the exterior noise level reaches up to 65 dBA CNEL; a “conditionally acceptable” land use in areas where noise levels reach up to 70 dBA CNEL; and a “normally unacceptable” land use in areas where exterior noise levels exceed 75 dBA CNEL. Future traffic noise levels at the proposed hotel are expected to reach up to 70 dBA CNEL


April 2021/Page 82

at the facades of proposed hotel rooms. Interior noise levels of 45 dBA CNEL or less can be achieved using upgraded construction methods presented in Table XIII-8.

Table XIII-8 Required STC for Windows and Sliding Doors to Achieve Interior Noise Level of 45 (dBA CNEL)

Facade Modeled Exterior Noise Level (dBA CNEL)

Required Reduction to Achieve Interior Noise Level of 45 CNEL

Recommended STC to Achieve Required Reduction

North 65-70 25 28 South 56-70 25 28 With implementation of windows and sliding doors with a sound transmission class (STC) rating of at least 28, impacts to the project related to future traffic noise would be less than significant. A mitigation measure requiring a STC level of 65 for windows and sliding doors has been added as mitigation measure NOI-8. Exterior noise levels are expected to reach up to 58 dBA CNEL at the proposed pool and outdoor lounge area and are considered to be “acceptable”. Exterior noise levels that exceed 65 dBA CNEL at proposed outdoor seating area located near the northwest corner of the proposed hotel may reach up to 65.8 dBA CNEL and would be considered “conditionally acceptable” as long as interior noise levels do not exceed 45 dBA CNEL. Impacts to outdoor use areas associated with future traffic noise levels are not considered significant.

Mitigation: NOI-1: During all project site excavation and grading on-site, construction contractors shall equip all

construction equipment, fixed or mobile, with properly operating and maintained mufflers, consistent with manufacturer standards.

NOI-2: The contractor shall place all stationary construction equipment so that emitted noise is directed away from the noise sensitive receptors nearest the project site.

NOI-3: Equipment shall be shut off and not left to idle when not in use. NOI-4: The contractor shall locate equipment staging in areas that will create the greatest distance between

construction-related noise/vibration sources and sensitive receptors nearest the project site during all project construction.

NOI-5: Jackhammers, pneumatic equipment and all other portable stationary sources shall be shielded and noise shall be directed away from sensitive receptors.

NOI-6: The project proponent shall mandate that the construction contractor prohibit the use of music or sound amplification on the project site during construction.

NOI-7: The construction contractor shall limit haul truck deliveries to the same hours specified for construction equipment.

NOI-8: Windows and sliding doors shall have a sound transmission class (STC) rating of at least 28. b) Less than Significant Impact. Ground-borne vibration can be described as perceptible rumbling,

movement, shaking or rattling of structures and items within a structure. Ground-borne vibration can generate a heightened disturbance in areas with sensitive receptors (i.e. residential communities, schools, senior living facilities, etc.). These vibrations can disturb structures and items while creating difficulty for activities such as reading in a residential home. Ground-borne vibration is sometimes perceptible in an outdoor environment, it is more noticeable inside of a building.

Vibration amplitudes are usually expressed as either peak particle velocity (PPV) or the root mean square (RMS) velocity). The PPV is defined as the maximum instantaneous peak of the vibration signal in inches per second. The RMS of a signal is the average of the squared amplitude of the signal in vibration decibles (VdB), ref one micro-inch per second. The operation of trains, buses, large trucks and construction activities that include pile driving, blasting, earth moving, and heavy vehicle operation commonly cause these


April 2021/Page 83

vibrations. Other factors that influence the propagation or attenuation of ground-borne vibration include distance to source, foundation materials, perimeter controls, soil, and surface types. The project is surrounded by developed land uses including residential, office, resort, and commercial uses. Residential and office uses are located north of the project, separated by Rancho Las Palmas Drive; the Omni Resort is located east of the project, separated by Bob Hope Drive; parking spaces associated with The River shopping center is located south and west of the project; and the commercial structures associated with The River shopping center is located south and southwest of the project. The existing source of ground-borne vibration is attributed to the circulation of vehicles and trucks along the surrounding roadways (i.e., Bob Hope Drive and Rancho Las Palmas Drive). There are several types of construction equipment that can cause vibration levels high enough to annoy persons in the vicinity and/or result in architectural or structural damage to nearby structures and improvements. For example, a vibratory roller could generate up to 0.21 PPV at a distance of 25 feet; and operation of a large bulldozer could generate up to 0.089 PPV at a distance of 25 feet (two of the most vibratory pieces of construction equipment). Groundborne vibration at sensitive receptors associated with this equipment would drop off as the equipment moves away. For example, as the vibratory roller moves further than 100 feet from the sensitive receptors, the vibration associated with it would drop below 0.0026 PPV. It should be noted that these vibration levels are reference levels and may vary slightly depending upon soil type and specific usage of each piece of equipment. Section 17.18.080 of the City of Rancho Mirage Municipal Code states that no vibration associated with any use shall be allowed which is discernible beyond the boundary line of the subject property. Annoyance to Persons At 100 feet, which is the distance to the closest off-site building, commercial uses to the north, use of a vibratory roller would be expected to generate a PPV of 0.026 and a large bulldozer would be expected to generate a PPV of 0.011. Use of either a vibratory roller or a large bulldozer would not be considered annoying to nearby receptors. Architectural Damage Table XIII-9 identifies a PPV level of 0.25 as the threshold at which there is a risk to “architectural” damage to historic and some old buildings. As stated above, at the closest off-site building, located approximately 100 feet north of the project site, groundbourne vibration would be expected to generate a PPV of up to 0.026. Temporary vibration levels associated with project construction would be less than significant.

Table XIII-9 Guideline Vibration Damage Potential Threshold Criteria

Structure Condition Maximum PPV (in/sec)

Transient Sources Continuous/Frequent Intermittent Sources

Extremely fragile historic building, ruins, ancient monuments 0.12 0.08

Fragile buildings 0.2 0.1 Historic and some old buildings 0.5 0.25 Older residential structures 0.5 0.3 New residential structures 1.0 0.5 Modern industrial/commercial buildings 2.0 0.5

Source: California Department of Transportation, Transportation and Construction Vibration Guidance Manual, Chapter 7 – Table 19 (April 2020).

Overall, impacts will be less than significant.


April 2021/Page 84

Mitigation: None c) No Impact. The project is not located within an airport land use plan or private airstrip. The project is

located approximately 7.0 miles from the closest airport, the Palm Springs International Airport. The project is also located outside of the 70, 65 and 60 CNEL noise contours associated with this facility. Furthermore, the Palm Springs Airport Land Use Plan does not identify the project as being located within its planning area. No impacts are expected.

Mitigation: None


April 2021/Page 85

14. POPULATION AND HOUSING – Would the project:


Impact




Impact

No

Impact

a) Induce substantial unplanned population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)?

b) Displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere?

a) Less than Significant Impact. The approximately 0.91-acre project is located on the southwest corner of

Bob Hope Drive and Rancho Las Palmas Drive in the City of Rancho Mirage. The project site and the surrounding areas are characterized as developed land, with commercial, residential, office, and resort land uses to the north, east, and south. The project site currently operates as a paved parking lot for The River shopping center. Buildings, parking areas, and shade structures are located west, south and southwest of the project. Project implementation will include the development of a four-story hotel and associated amenities and infrastructure, including pool and outdoor areas, parking spaces, and landscape areas. Development of the project will not result in any major extensions of roads and other infrastructure that would directly or indirectly attract additional population to the area. In addition, the proposed hotel is not expected to generate permanent residents as a result of the project implementation. Impacts to population growth are expected to be less than significant.

Mitigation: None

b) No Impact. The proposed site mostly consists of parking areas and commercial buildings. The proposed

action will not displace existing housing or people. Mitigation: None


April 2021/Page 86

15. PUBLIC SERVICES –


Impact




Impact

No

Impact

a) Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for any of the public services:

Fire protection? Police protection? Schools? Parks? Other public facilities?

City of Rancho Mirage Fire and Police Department Website, City of Rancho Mirage 2017 General Plan Update, 2017 Rancho Mirage General Plan EIR Addendum, PSUSD Fee Justification Study a) Fire

Less than Significant Impact. The Riverside County Fire Department (RCFD), under contract with the City of Rancho Mirage, provides a full range of 24-hour fire protection and emergency medical services to the City. The City’s Fire Department is made up of 27 sworn, 2 full time non-sworn and 1 part time non-sworn personnel, serving 24.7 square miles with an estimated population of 17,504. RCFD maintains two fire stations within the City of Rancho Mirage, Fire Station 50, and Fire Station 69. Fire Station 50 is located at 70-801 Highway 111 and is approximately 1.9 driving miles from the proposed project site. This station covers the southern portion of the City and is equipped with a Medic Engine and Paramedic Ambulance. Five firefighters are staffed at this station daily and three of the five firefighters are paramedics. Fire Station 69 is located at 71-751 Gerald Ford Drive and is approximately 4 driving miles from the project site. This station covers the northern portion of Rancho Mirage and is also staffed with five firefighters daily, with three of the five fire fighters being paramedics. The Riverside County Fire Department operates under a Regional Fire Protection Program, which allows all of its fire stations to provide support as needed regardless of jurisdictional boundaries. Development of the proposed project would result in a minimal increase in demand for fire services. Service calls could place an additional demand on fire personnel, fire apparatus and equipment. However, the project site is located in a developed urban area of the City, and approximately 1.9 miles away from Fire Station No. 50. Therefore, the project would not necessitate the construction or alternation of a fire station in order to continue to serve the site at its current level, nor would it impact the current response times. Additionally, the project complies with the 2017 General Plan Public Service and Facilities Policy PS&F 6.1 in that all new development is reviewed for their impacts on safety and the provision of police and fire protection services. The project would be required to implement all applicable fire safety requirements, including the installation of fire extinguishers, fire hydrants, and sprinkler systems.


April 2021/Page 87

The City enacts a development fee on all new development within the City to finance public facilities which goes towards the funding of fire services. The project would be required to comply with Development Impact Fees in place at the time of construction. The project will be required to annex into the City’s Community Facilities District No.1, which is a special tax used to pay for public services. Payment of these fees helps offset impacts by providing sufficient revenue for necessary improvements to ensure acceptable fire facilities, response times, equipment and personnel are maintained. Less than significant impacts to fire services are anticipated with project implementation. Mitigation: None

Police

Less than Significant Impact. Law enforcement services are provided to the City of Rancho Mirage through a contractual agreement with Riverside County Sheriff’s Department. The Sheriff’s department provides 24-hour municipal police services associated with a City police department. The Rancho Mirage police department has a small police substation at the Rancho Mirage Public Library; deputies assigned to work in Rancho Mirage primarily operate out of the Palm Desert station located at 73-705 Gerald Ford Drive. This station is approximately 4.4 miles from the project site. The City’s police department patrols 7 days a week, 365 days a year and 24-hours a day. The department serves over 18,000 residents, patrolling 25 square miles of City streets.

The City also employs volunteers that assist the Sheriff’s Department, through a program known as

“Citizens on Patrol” (COPS). They are trained by the Riverside County Sheriff’s Department and assist in the reduction of crime by providing high visibility, direct communication and random daily patrols.

The Department has a staff of 30 full time officers (25 sworn and 5 non-sworn). The officers have a daily staffing of 7 officers that work in two, 12-hour shifts. Four deputy patrol officers work the day shift, and 3 deputy patrol officers work the night shift. The City currently provides 1.65 officers per resident, which is well above the commonly used and accepted ratio of one officer per 1,000 residents. Police response times vary and are dependent on the location of patrol cars. The average response times for priority 1 calls in the City of Rancho Mirage was 5 to 6 minutes.

The project site is approximately 0.91 acre of developed land located in the northeast portion of The River shopping center. The project proposes to develop a hotel on the property, along with other associated improvements. Project development is expected to have an incremental increase to the number of calls for police services. The proposed project would accommodate guests for a limited stay and would not increase the permanent population. The project site is in an existing urban area and is currently serviced by the Sheriff’s Department. Therefore, the proposed project would not substantially increase the need for new or expanded police facilities and response times are not expected to be impacted. Additionally, all new construction in the City will be required to pay Development Impact Fees to assist in offsetting impacts to police services. These development fees on new development allow the City to continue to finance public facilities which goes towards the funding of various public services to include police. The project will be required to annex into the City’s Community Facilities District No.1, which is a special tax used to pay for public services. Payment of these fees helps offset impacts by providing sufficient revenue for necessary improvements to ensure acceptable response times, equipment and personnel are maintained. Development of the proposed project will result in less than significant impacts to police services. Impacts to police services are less than significant.

Mitigation: None

Schools Less than Significant Impact. The project site is within the boundary of the Palm Springs Unified School

District (PSUSD). Development of the project would not create a direct demand on school services. The


April 2021/Page 88

development of the proposed hotel will not generate school age children requiring public education. The project would be required to pay School Impact Fees to PSUSD. Current impact fees at the time of writing are $3.79 per square foot of residential and $.61 a square foot for commercial development. Payment of these fees would assist in offsetting impacts from the increased demand on school services and impacts would be less than significant.

Mitigation: None

Parks No Impact. The City of Rancho Mirage provides both public and private parks, open space and multi-city

recreational facilities with various amenities. As discussed below in the Recreation Section of this document, the proposed project would not create additional demand for public park facilities, nor result in the need to modify existing or construct new park facilities. Therefore, no impacts are expected. Mitigation: None

Other Public Facilities

No Impact. No increase in demand for government services or other public facilities is expected beyond those discussed in this section. Mitigation: None


April 2021/Page 89

16. RECREATION –


Impact




Impact

No

Impact

a) Would the project increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated?

b) Does the project include recreational facilities or require the construction or expansion of recreational facilities, which might have an adverse physical effect on the environment?

Source: 2017 Rancho Mirage General Plan Update Addendum to the Final EIR a-b) Less than Significant Impact. The City oversees five parks that are a mix of mini and local parks. The

2017 Rancho Mirage General Plan Update Addendum to the Final EIR, indicates that the existing and planned parks are sufficient to meet the forecast demand in the City’s 2017 General Plan Update.

The project proposes a four-story hotel on the southwest corner of Bob Hope Drive and Rancho Las Palmas

Drive. The hotel will include recreational facilities, such as a fitness room, business center and gathering areas, pool, and pool bar, and bar and terrace as a part of project development. Although the project proposes recreational amenities for the guests, some visitors of the project may attend events and participate in activities at local parks in the City; however, such visits are expected to be minimal. The project will comply with the City’s parkland in lieu fee (Quimby) and other development impact fees. The future guests generated by project implementation may lead to an incremental increase in physical deterioration of City public recreational facilities. However, this increase is reduced, since the project proposes various recreational amenities for guests. The operation of the proposed project will not substantially increase the use of existing parks as to accelerate their physical deterioration since the project will provide various recreational amenities. Additionally, the project will be required to comply with the City’s development impact fees. Impacts will be less than significant.

Mitigation: None


April 2021/Page 90

17. TRANSPORTATION – Would the project: Potentially Significant

Impact




Impact

No Impact

a) Conflict with a program plan, ordinance or policy addressing the circulation system, including transit, roadway, bicycle and pedestrian facilities?

b) Would the project conflict or be inconsistent with CEQA guidelines section 15064.3, subdivision (b)?

c) Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)?

d) Result in inadequate emergency access? Sources: Traffic Impact Analysis, Ganddini Group, Inc. March 2021; Vehicle Miles Traveled (VMT) Analysis, Ganddini Group, Inc., March 2021. a) Less than Significant Impact. The project site is located on a property that is currently occupied and

developed with an approximately 230,266 square foot shopping center containing a mix of retail, restaurant, entertainment, and office land uses at the northwest corner of Highway 111 and Bob Hope Drive in the City of Rancho Mirage. The proposed project consists of developing the northeast portion of the existing shopping center paved parking lot with a 110-room hotel including a proposed vehicular access point west/northwest of the hotel located opposite of Eleanora Lane at Rancho Las Palmas Drive. The general location of the project is the southwest corner of Bob Hope Drive and Rancho Las Palmas Drive. The proposed project will provide primary access with a full access driveway as the fourth leg of the existing Eleanora Lane at Rancho Las Palmas Drive intersection. This entrance currently includes a median opening with storage lanes on both the westbound and eastbound lanes of Rancho Las Palmas Drive. An alternative analysis of the project driveway with no outbound left turns was also evaluated. Secondary access for the proposed project will be available via existing access points for The River Mall at Rancho Las Palmas Drive, Bob Hope Drive, and Highway 111. The proposed project is anticipated to be constructed and fully operational by the Year 2023. See section c of this discussion for further analysis relative to proposed features that address potential hazards that could arise due to geometric design features. A detailed Traffic Impact Analysis (TIA) was prepared for the proposed project by Ganddini Group, Inc. on September 25, 2020. The TIA was based on analysis of existing roadway conditions in the project vicinity, a variety of traffic count sources (including peak hour counts collected by the consulting traffic engineers,) the General Plan Circulation Element, planned roadway improvements and other data and information. TIA Methodology Intersections Analysis of Study area intersections within the City are analyzed using the methodology in accordance with the parameters established by the Riverside County Transportation Department Analysis Preparation Guide (April 2008.) The technique used to assess the performance of an intersection is known as the intersection delay method based on the procedures contained in the Highway Capacity Manual (HCM) (Transportation Research Board, 6th Edition.) Intersection delay analysis was performed using the Vistro software default capacity values and adjustment factors recommended in the HCM. Signalized intersection input parameters, such as saturation flow rates and default values for HCM calculations were used in accordance with the recommended values shown on Exhibit C of the Riverside County Guidelines to provide information regarding compliance with the City’s General Plan. Existing peak hour intersection turning movement volumes are based upon AM peak period and PM peak period intersection turning movement counts obtained in November 2016 and July 2017 during typical


April 2021/Page 91

weekday conditions. The AM peak period was counted between 7:00 AM and 9:00 AM, and the PM peak period was counted between 4:00 PM and 6:00 PM. Due to the effect of the COVID-19 pandemic on current traffic patterns, intersection and roadway segment count data from November 2016 and July 2017 was obtained from a previous study for the project site, as opposed to collecting new traffic counts. The historical counts adjusted by an annual growth rate of two percent (2%) per year over a three-year period for a total growth factor of 1.06 to reflect existing year 2020 conditions.

The potential impacts to traffic and circulation were evaluated for each of the following conditions:

• Existing • Existing Plus Project • Opening Year (2023) without Project • Opening Year (2023) with Project

Based on the City-approved scoping agreement, the study area consists of the following study intersections Within the City of Rancho Mirage Jurisdiction:

1. Highway 111 North/South (NS) at Rancho Las Palmas Drive (EW) 2. Highway 111 (NS) at Bob Hope Drive (EW) 3. San Jacinto Drive (NS) at Rancho Las Palmas Drive (EW) 4. Project Driveway/Eleanora Lane (NS) at Rancho Las Palmas Drive East/West (EW) 5. Bob Hope Drive (NS) at Rancho Las Palmas Drive (EW) 6. Bob Hope Drive (NS) at Avenida Las Palmas Drive

Vehicle Miles Traveled (VMT) The current recommended metric in the CEQA guidelines for transportation impacts is VMT per capita per SB 743. The legislative intent of SB 743 is to balance the needs of congestion management with statewide goals for infill development, promotion of public health through active transportation and reduction of greenhouse gas emissions. VMT is a measure of the amount of travel for all vehicles in a geographic region over a given period of time, typically a one-year period. The analysis of VMT (SB743) attributable to a project in CEQA went into full effect statewide on July 1, 2020. According to the Governor’s office of Planning and Research (OPR) proposed CEQA Guideline Implementing SB 743, projects that decrease VMT in a project area compared to existing conditions should be considered to have a less than significant transportation impact. The California Air Pollution Control Officers Association (CAPCOA) publishes a resource for Local Government to assess emission reductions from Greenhouse Gas Mitigation Measures. The CAPCOA report recognizes that land use planning provides the best opportunity to influence GHG emissions through a reduction in overall VMT. VMT is discussed in section b) of this Transportation Section. Rancho Mirage’s Transportation Analysis Policy (Policy) was adopted in June 2020. This Policy aligns the City’s transportation analysis with California Senate Bill 743 (SB 743) and the City’s goals as set forth in the Rancho Mirage General Plan updated in 2017. This policy establishes the thresholds for transportation impacts under CEQA by introducing Vehicle Miles Traveled (VMT.) As required by SB 743, VMT will replace the former metric used to analyze traffic impacts which was LOS. According to Table 1 of the Policy, retail project types (including hotel) would result in a significant impact if the project caused a net increase in the total existing VMT for the region. Level of Service Standard (LOS)


April 2021/Page 92

With the implementation of SB 743, intersection Level of Service (LOS) is not calculated to determine transportation impacts, however it provides information regarding intersection capacity and General Plan consistency for the City. The transportation assessment of LOS was conducted for consistency with the City of Rancho Mirage General Plan and to evaluate the proposed project’s effect on the surrounding transportation network. Average Daily Trips (ADT) refers to the total number of vehicles that travel a defined segment of roadway over a twenty-four-hour period. The standard most often used to evaluate the operating conditions of the transportation system is called level of service (LOS). LOS is a qualitative assessment of the quantitative effect of factors such as: speed and travel time, traffic volume, geometric features, traffic interruptions, delays, and freedom to maneuver, driver comfort and convenience, and vehicle operating costs. LOS allows operating conditions to be categorized as LOS “A” through LOS “F”, where LOS “A” represents the most favorable free flow condition and LOS “F” the least favorable forced flow driving condition. The LOS categories are based on relative levels of driver acceptability of various delays. A given lane or roadway may provide a wide range of service levels, depending upon traffic volumes and speeds. Roadway capacity has been defined as the maximum number of vehicles that can pass over a given roadway during a given time period under prevailing roadway and traffic conditions. The capacity of a roadway used for design purposes (generally defined as LOS D) is the level at which the facility is handling the maximum traffic volume that it can accommodate while maintaining an acceptable level of driver satisfaction. The City of Rancho Mirage has defined Level of Service "D" as the minimum adequate intersection service level during peak hours for planning and design purposes. The methodology considers the traffic volume and distribution of movements, traffic composition, geometric characteristics, and signalization details to calculate the average control delay attributed to the intersection traffic control (such as a traffic signal or stop sign) and includes deceleration, queue move-up time, stopped delay, and final acceleration delay. For consistency with local requirements, the TIA defines LOS D as the minimum acceptable LOS for State Highway facilities, with the exception of locally designated “Congestion Management Roadways (CMP) such as Highway 111, which per the Riverside County Transportation Commission (RCTC) adopted minimum LOS threshold may operate up to LOS E. Although Highway 111 is on the CMP, the standard for all streets in Rancho Mirage, including Highway 111, is LOS D. The intersection control delay is then correlated to LOS based on the following thresholds:

Table XVII-1 Level of Service Thresholds

Level of Service Intersection Control Delay (Seconds / Vehicle) Signalized Intersection Unsignalized Intersection

A ≤ 10.0 ≤ 10.0 B > 10.0 to ≤ 20.0 > 10.0 to ≤ 15.0 C > 20.0 to ≤ 35.0 > 15.0 to ≤ 25.0 D > 35.0 to ≤ 55.0 > 25.0 to ≤ 35.0 E > 55.0 to ≤ 80.0 > 35.0 to ≤ 50.0 F > 80.0 > 50.0

Source: Transportation Research Board, Highway Capacity Manual (6th Edition.)

Existing Roadway System Regional access to the project site is provided by Highway 111 immediately west of the project site and Interstate 10 approximately five miles to the north. Local northwest/southeast circulation is provided by Highway 111 and San Jacinto Drive. Bob Hope Drive provides north/south circulation. Elenora Lane is a gated, private street that provides north/south circulation primarily for residents only. Local east/west circulation is provided by Rancho Las Palmas Drive.


April 2021/Page 93

Highway 111 is a six (6) lane divided roadway generally trending in a northwest-southeast direction in the project vicinity. From its origin at the junction with Interstate 8 in Calexico to its terminus at the junction with Interstate 10 near Palm Springs, Highway 111 provides regional access through Imperial County and the Coachella Valley. Highway 111 is classified as a Major Arterial roadway in the City of Rancho Mirage General Plan and a Vehicular Oriented Arterial in the City of Palm Desert General Plan. On-street parking is prohibited in the project vicinity; no bicycle lanes are currently provided. A sidewalk is currently provided along the project frontage. Highway 111 has been relinquished by the State of California within the study area limits. Highway 111 is designated as a Riverside County CMP roadway Bob Hope Drive is a four (4) lane divided roadway trending in a north-south direction in the project vicinity. Bob Hope Drive is classified as a Minor Arterial (110 feet of right-of-way) in the City of Rancho Mirage General Plan. On-street parking is prohibited in the project vicinity; bicycle lanes are currently provided north of Follansbee Road (north of Clancy Lane). A sidewalk is currently provided along the project frontage. San Jacinto Drive is a two (2) lane undivided roadway trending in a north-south direction in the project vicinity. San Jacinto Drive is not classified in the City of Rancho Mirage General Plan. On-street parking is generally permitted north of Rancho Las Palmas Drive; no bicycle lanes are currently provided. Eleanora Lane is a two (2) lane undivided roadway trending in a north-south direction in the project vicinity. Eleanora Lane is not classified in the City of Rancho Mirage General Plan. On-street parking is prohibited; no bicycle lanes are currently provided Rancho Las Palmas Drive is a two (2) lane undivided to four lane divided roadway trending in an east-west direction in the project vicinity. Rancho Las Palmas Drive is classified as a Major Collector (100 feet of right-of-way) in the City of Rancho Mirage General Plan. On-street parking is prohibited in the project vicinity; no bicycle lanes are currently provided. A sidewalk is currently provided along the north side of Rancho Las Palmas Drive; no sidewalk is currently provided along the project frontage. Project Trip Distribution and Assignment The proposed new driveway may provide a more convenient route to the shopping center for vehicles traveling westbound on Rancho Las Palmas Drive. Therefore, approximately 15 percent of the existing westbound left turn volume at Rancho Las Palmas Drive/San Jacinto Drive was diverted to the westbound left turn lane at the proposed new driveway and 15 percent of the northbound right turn volume at Rancho Las Palmas Drive/San Jacinto Drive was similarly diverted to the proposed new driveway. The following table illustrates the existing (2020) conditions for the six Study Intersections. All intersections currently operate within acceptable LOS (D or better). Although the study intersections currently operate at acceptable Levels of Service, the intersection of Bob Hope Drive at Avenida Las Palmas (#6) currently operates with a volume-to-capacity (V/C) ratio that exceeds 0.90 during the peak hours.

Table XVII-2 Existing Intersection Levels of Service

ID - Study Intersection Traffic Control (note 1)

AM Peak Hour PM Peak Hour Delay

(note 2) LOS Delay

(note 2) LOS

1. Highway 111 at Rancho Las Palmas Dr. TS 17.4 B 20.4 C 2. Highway 111 at Bob Hope Dr. TS 19.3 B 24.6 C 3. San Jacinto Dr. at Rancho Las Palmas Dr. AWS 9.2 A 9.8 A 4. Project Access/Eleanora Lan at Rancho Las Palmas Dr. CSS 13.9 B 15.6 C 5. Bob Hope Dr. at Rancho Las Palmas Dr. TS 10.5 B 12.9 B 6. Bob Hope Dr. at Avenida Las Palmas Dr. TS 8.6 A 12.9 B


April 2021/Page 94

(1) TS = Traffic Signal; CSS = Cross Street Stop; AWS = All Way Stop (2) Delay is shown in seconds per vehicle. For intersections with traffic signal or all way stop control, overall average

intersection delay and LOS are shown. For intersections with cross street stop control, LOS is based on average delay of the worst individual lane (or movements sharing a lane).

Project Impacts: The proposed new driveway may provide a more convenient route to the shopping center for vehicles traveling westbound on Rancho Las Palmas Drive. Therefore, approximately 15 percent of the existing westbound left turn volume at Rancho Las Palmas Drive/San Jacinto Drive was diverted to the westbound left turn lane at the proposed new driveway and 15 percent of the northbound right turn volume at Rancho Las Palmas Drive/San Jacinto Drive was similarly diverted to the proposed new driveway. The Institute of Transportation Engineers (ITE) trip generation rates were utilized to determine trip generation for the proposed project. Based on the proposed project description ITE land use Code 310 (Hotel) was determined to most closely represent the proposed project and the weekday daily, AM peak hour, and PM peak hour trip generation rates and directional distributions were selected for the analysis. The analysis calculates that, upon buildout, the project will generate approximately 920 daily vehicle trips or average daily trips (ADT), with 52 ADT expected to be generated in the morning peak hour and 66 ADT in the evening peak hour.

Table XVII-3

Project Trip Generation Trip Generation Rates

Land Use (ITE Code)

Unit AM Peak Hour PM Peak Hour Daily Trip Rate In:Out

Split Trip Rate

In:Out Split

Trip Rate

Hotel (310) Room 59:41 0.47 51:49 0.60 8.36

1. Source ITE = Institute of Transportation Engineers, Trip Generation Manual, 10th, 2017

The Table XVII-4 below illustrates that at the Existing Plus Project Conditions, all intersections are expected to operate at LOS C or better. Changes in ADT are minimal.

Table XVII-4 Existing Plus Project Intersection Levels of Service



(note 2) LOS Delay

(note 2) LOS

1. Highway 111 at Rancho Las Palmas Dr. TS 17.8 B 20.8 C 2. Highway 111 at Bob Hope Dr. TS 19.3 B 24.7 C 3. San Jacinto Dr. at Rancho Las Palmas Dr. AWS 9.3 A 9.8 A 4. Project Access/Eleanora Lan at Rancho Las Palmas Dr. CSS 14.8 B 16.8 C 5. Bob Hope Dr. at Rancho Las Palmas Dr. TS 10.7 B 13.0 B 6. Bob Hope Dr. at Avenida Las Palmas Dr. TS 8.6 A 13.0 B

(3) TS = Traffic Signal; CSS = Cross Street Stop; AWS = All Way Stop

Trips Generated Land Use Quantity

Rooms AM Peak Hour PM Peak Hour

Daily In Out Total In Out Total

Hotel 110 31 21 52 34 32 66 920


April 2021/Page 95

(4) Delay is shown in seconds per vehicle. For intersections with traffic signal or all way stop control, overall average intersection delay and LOS are shown. For intersections with cross street stop control, LOS is based on average delay of the worst individual lane (or movements sharing a lane).

The Table XVII-5 below illustrates that at the Opening year (2023) Intersections LOS Plus Project Conditions, all intersections are expected to operate at LOS C or better. Changes in ADT are minimal.

Table XVII-5 Opening Year (2023) Plus Project Intersection Levels of Service



(note 2) LOS Delay

(note 2) LOS

1. Highway 111 at Rancho Las Palmas Dr. TS 18.2 B 21.6 C 2. Highway 111 at Bob Hope Dr. TS 21.7 C 28.0 C 3. San Jacinto Dr. at Rancho Las Palmas Dr. AWS 9.5 A 10.1 B 4. Project Access/Eleanora Lan at Rancho Las Palmas Dr. CSS 15.4 C 17.7 C 5. Bob Hope Dr. at Rancho Las Palmas Dr. TS 10.9 B 14.2 B 6. Bob Hope Dr. at Avenida Las Palmas Dr. TS 9.1 A 13.8 B

(5) TS = Traffic Signal; CSS = Cross Street Stop; AWS = All Way Stop (6) Delay is shown in seconds per vehicle. For intersections with traffic signal or all way stop control, overall average

intersection delay and LOS are shown. For intersections with cross street stop control, LOS is based on average delay of the worst individual lane (or movements sharing a lane).

The proposed project is not expected to have a significant adverse impact on the area transportation network over those analyzed in the City of Rancho Mirage General Plan EIR. Overall, the proposed project is in compliance with what is currently allowed per existing zoning. Changes in ADT can be considered minimal and are expected to result in a less than significant impact The TIA assumed that the following improvements will be constructed by the project to provide project site access:

• Project Driveway/Eleanora Lane (NS) at Rancho Las Palmas Drive (EW) - #4 o Construct the northbound approach to consist of one shared left/through/right turn lane o Modify the median on the east leg and restripe the westbound approach to accommodate a

minimum 50-foot westbound left turn lane and standard taper length o Install stop control at northbound approach

Although the study intersections currently operate at acceptable Levels of Service, the intersection of Bob Hope Drive at Avenida Las Palmas (#6) is forecast to continue operating with a V/C ratio that exceeds 0.90 during the peak hours for Existing Plus Project conditions. The following improvements are recommended for Existing Plus Project conditions to maintain acceptable operations as specified by the City’s General Plan:

• Bob Hope Drive (NS) at Avenida Las Palmas (EW) – #6 o Modify traffic signal phasing to provide east-west split phasing.

Opening Year (2023) Without Project The study intersections are forecast to operate within acceptable Levels of Service (D or better) during the peak hours for Opening Year (2023) Without Project conditions. Although the study intersections currently operate at acceptable Levels of Service, the intersection of Bob


April 2021/Page 96

Hope Drive at Avenida Las Palmas (#6) is forecast to continue operating with a V/C ratio that exceeds 0.90 during the peak hours for Opening Year (2023) Without Project conditions. Opening Year (2023) With Project The study intersections are forecast to operate within acceptable Levels of Service (D or better) during the peak hours for Opening Year (2023) With Project conditions. The previously identified improvements at the intersection of Bob Hope Drive and Avenida Las Palmas would also maintain acceptable V/C operations at the study intersections for Opening Year (2023) With Project conditions. Therefore, development of the proposed project would maintain General Plan consistency with respect to Levels of Service and V/C ratio operations for Opening Year (2023) With Project conditions with implementation of the recommended improvements. This analysis also assumes the project shall comply with the following conditions as part of the City of Rancho Mirage standard development review process to ensure adequate geometric design and emergency access:

• A construction work site traffic control plan shall comply with State standards set forth in the California Manual of Uniform Traffic Control Devices and shall be submitted to the City for review and approval prior to the issuance of a grading permit or start of construction. The plan shall identify any roadway, sidewalk, bike route, or bus stop closures and detours as well as haul routes and hours of operation. All construction related trips shall be restricted to off-peak hours to the extent possible.

• All on-site and off-site roadway design traffic signing and striping, and traffic control improvements relating to the proposed project shall be constructed in accordance with applicable State/Federal engineering standards and to the satisfaction of the City of Rancho Mirage.

• Site-adjacent roadways shall be constructed or repaired at their ultimate half-section width, including landscaping and parkway improvements in conjunction with development, or as otherwise required by the City of Rancho Mirage.

• Adequate off-street parking shall be provided to the satisfaction of the City of Rancho Mirage based on supporting parking and density analysis prepared for the project.

• Prior to project entitlement, the grading, landscaping, and street improvement plans shall demonstrate that sight distance requirements are met in accordance with the applicable City of Rancho Mirage/California Department of Transportation sight distance standards.

Traffic Signal Warrant Analysis

The potential need for installation of a traffic signal at the proposed project driveway at Rancho Las Palmas Drive was evaluated based on the California Manual on Uniform Traffic Control Devices (MUTCD,) Section 4C.04, peak hour volume warrant graphs (Warrant 3.) The proposed project driveway in not forecast to satisfy the MUTCD peak hour volume warrant (Warrant 3.) The peak hour traffic signal warrant worksheets are provided in Appendix F of the TIA. Project Driveway Queueing Analysis A queuing analysis was performed for the westbound turn lane at the proposed driveway at Rancho Las Palmas Drive. The queuing analysis is based on the HCP 95th-percentile back-of-queue methodology reported in the LOS worksheets contained in the TIA in Appendix E. Adequate queue length is an industry standard for determining turning lane storage and intersection spacing requirements. The westbound left turn lane would be uncontrolled at the project driveway. The 95th-percentile queue is forecast to be nominal (one vehicle or less on average.) It is recommended that the westbound left turn lane


April 2021/Page 97

accommodate a minimum of two passenger cars, or 50 feet. It is noted that this analysis does take into account the potential diversion of existing shopping center trips to the new project driveway. Prior to approval, the proposed site circulation, including offsite street design standards and the Project’s fair share portion of any offsite street improvements will be reviewed by the City as part of the site and conditional use analysis. As a Standard Condition, the applicant shall complete or repair adjacent roadway improvements as designated by the General Plan or according to updated City Standards. Alternative Transportation SunLine Transit Agency provides bus services to the City of Rancho Mirage. One bus stop is located near the Project, at the intersection of Rancho Los Palmas and Highway 111. The bus stop is approximately 1000 feet to walking distance to the southwest and provides access to Route 111. SunLine Transit Agency buses are wheelchair accessible and include bicycle racks accommodating two or three bicycles. The potential use of local bus services by future Project guests or employees is not expected to conflict with or substantially increase the demand for this transit service. Project implementation is not anticipated to interfere with the existing service or performance at bus stop facilities. Less than significant impacts are anticipated. If future demand warrants, expansion of available services may be appropriate. Transit services are monitored by both the City and SunLine. Additional services are periodically considered in response to anticipated increase in use. The proposed Project would improve pedestrian mobility by incorporating marked crosswalks across the existing parking lot as well as walkways through the Project area where currently none exist. There is currently a proposed Class II Bicycle Lane and an existing sidewalk on Bob Hope Drive. An existing sidewalk is also located on the north side of Rancho Las Palmas Drive. Improvements resulting from the Project are expected to enhance, rather than obstruct or conflict with the City’s established goals on bicycle or pedestrian transportation or with any existing facilities. Less than significant impacts are expected. Congestion Management Plan The Transportation Uniform Mitigation Fee (TUMF) Ordinance became effective July 1, 1989. The TUMF program is a component of the twenty-year Measure Α sales tax program managed by the Coachella Valley Association of Governments (CVAG) and approved by voters in November 1988. In 2002, a thirty-year extension was approved by Riverside County voters and resulted in an expiration date of 2039. Under the TUMF, developers of residential, industrial and commercial property pay a development fee to fund transportation Projects that will be required as a result of the growth the Projects create. TUMF will be required as a Condition of Approval. The Congestion Management Program (CMP), prepared by the Riverside County Transportation Commission (RCTC), is intended to link land use, transportation and air quality with reasonable growth management methods, strategies and programs that effectively utilize new transportation funds to alleviate traffic congestion and related impacts. As the designated Congestion Management Agency (CMA), the RCTC prepares the CMP that designates a system of highways and roadways to include all State Highway facilities within Riverside County and a system of “principal arterials” to be included as the Congestion Management System (CMS). Program updates include consultation with local agencies, the County of Riverside, transit agencies and sub-regional agencies like the Coachella Valley Association of Governments (CVAG).


April 2021/Page 98

It is the responsibility of local agencies, when reviewing and approving development proposals to consider the traffic impacts to the CMS. All development proposals and circulation Projects to be included within the City of Rancho Mirage are required to comply with the current policies and procedures set forth by the RCTC’s CMP. The CMA provides a uniform database of traffic impacts for use in a countywide transportation computer model. The RCTC has recognized use of the Coachella Valley Area Transportation System (CVATS) sub-regional transportation model and the Riverside Transportation Analysis Model (RIVTAM) to analyze traffic impacts associated with development proposals or land use plans. The methodology for measuring LOS must be that contained in the most recent version of the Highway Capacity Manual. Traffic standards must be set no lower than LOS E for any segment or intersection on the CMP system unless the current LOS is lower (i.e., LOS F). HCM-based methodologies applied to calculate LOS for CMP purposes will be the responsibility of local agencies as new development or land use plan revisions/updates (reflective of specific development proposals) are considered. Senate Bill 743 is intended to result in lower VMT within the County over time. It is expected that lower VMT will result in decreased congestion along major corridors. However, in a county as large as Riverside County, new corridors could potentially reduce VMT by providing a shorter less circuitous route for automobiles and transit. The County Congestion Management Plan (CMP) requires a LOS E or better for regional roadways. As noted above and in the Traffic Impact Analysis prepared for this project, the generation, distribution and management of project traffic is not expected to conflict with the CMP. The project and background traffic will not exceed City level of service standards or travel demand measures, or other standards established by the City or Riverside County Transportation Commission (RCTC) for designated roads or highways.

The Transportation Uniform Mitigation Fees (TUMF) program identifies network backbone and local roadways that are needed to accommodate growth. The regional program was put into place to ensure that developments pay their fair share and that funding is in place for the construction of facilities needed to maintain an acceptable level of service for the transportation system. The TUMF is a regional mitigation fee program and is imposed and implemented in every jurisdiction in Western Riverside County. According to the Coachella Valley Association of Governments Transportation Uniform Mitigation Fee (TUMF) Handbook, effective July 1, 2012, the following are provisions from the TUMF Ordinance and provided as background information: • The provisions of this Ordinance shall apply only to new development yet to receive final

discretionary approval and or issuance of a building permit or other development right and to any reconstruction or new use of existing buildings that results in a change of use and generates additional vehicular trips.

• No tract map, parcel map, conditional use permit, land use permit or other entitlement shall be

approved unless payment of the mitigation fee is a condition of approval for any such entitlement. The mitigation fee shall be paid to the applicable jurisdiction.

• No building or similar permit, certificate of occupancy or business license reflecting a change of use

shall be issued unless the applicant has paid the mitigation fee. Mitigation fees shall be imposed and collected by the applicable jurisdiction and shall be transmitted to CVAG to be placed in the Coachella Valley Transportation Mitigation Trust Fund. All interest or other earnings of the Fund shall be credited to the Fund.


April 2021/Page 99

Following the payment of required fees such as TUMF and DIF, less than significand impacts are anticipated relative to the CMP. Following implementation of Standard Conditions, the Project is not anticipated to conflict with an applicable plan, ordinance or Policy establishing measures of effectiveness for the performance of the circulation system. Less than significant impacts are expected.

The proposed project is not expected to have a significant adverse impact on the area transportation

network. Abbreviated versions of Standard Conditions and Site Design Recommendations are listed subsequently. Standard Conditions

1. Clear unobstructed sight distances shall be provided at the site access and internal intersections. Sight distances shall be reviewed at the time of preparation of final grading, landscape and street improvement plans.

2. The project shall accommodate the largest service and delivery vehicles (panel truck approximately 40 feet long) expected to negotiate the site access and internal circulation system. Landscaping, monuments, and other objects shall be avoided in the off-tracking area at the site access connections.

3. Off-street parking shall be provided to meet the anticipated parking demand as required by the parking standards in Section 17.26 of the Rancho Mirage Municipal Code and the Uniform Federal Accessibility Standards.

4. All off-street parking areas shall be adequately illuminated without glare or excessive light beyond the property.

5. The project proponent shall provide accessible routes of travel in accordance with current ADA guidelines and standards.

6. Project layout and site access design shall be subject to the review and approval of the City Traffic Engineer prior to project entitlement.

7. Emergency police, fire and paramedic vehicle access shall be provided for all new development to the satisfaction of the City of Rancho Mirage.

8. A traffic signing and striping plan shall be developed in conjunction with detailed construction plans for the project site and submitted to the City of Rancho Mirage for review and approval.

9. The applicant shall coordinate with the SunLine Transit Agency regarding the need for public transit facilities.

10. The project proponent shall contribute development impact fees, as required by the City of Rancho Mirage.

11. The project proponent shall contribute traffic impact mitigation fees, by participating in the Traffic Uniform Mitigation Fee (TUMF) program.

Following implementation of Standard Conditions, Project Design Features and the Mitigation Measure listed below, the project is expected to result in less than significant impacts. Mitigation: None

b) Less than Significant Impact. Vehicle Miles Travelled (VMT) A Project specific VMT Analysis was prepared by Ganddini Group, December 24th 2020. The assessment was prepared in accordance with the Transportation Analysis Policy for the City of Rancho Mirage as adopted by City resolution on June 18, 2020 [“Transportation Analysis Policy”]. The City’s Transportation Analysis Policy establishes VMT as the metric to measure transportation environmental impacts in conformance with the California Environmental Quality Act (CEQA).


April 2021/Page 100

Screening Criteria The City’s Transportation Analysis Policy identifies three types of screening criteria under which projects are not required to submit a detailed VMT analysis and a presumption of a less than significant transportation impact can be made based on the facts of the project.

Project Type Screening Certain types of projects are exempt from the need to prepare a detailed VMT and may be presumed to result in a less than significant VMT impact as they are local serving by nature, thus shortening travel distances by introducing shopping/services within the community, or they are small enough to not warrant assessment. As specified in the City’s Transportation Analysis Policy, the following types of projects may be presumed to result in a less than significant VMT impact:

• Local serving retail projects less than 50,000 square feet • Day care centers • Local parks • Local-serving public facilities • Ministerial projects • Small infill projects • Restricted affordable, transit supportive residential projects in planned growth areas with high-quality

Transit • Transportation projects that do not increase VMT • Projects that generate less than 110 daily vehicle trips. This provision generally correlates to typical

development as listed below: o 11 single-family residential dwelling units o 16 multi-family condominium or townhouse residential dwelling units o 10,000 square feet of office

The proposed project does not satisfy the project type screening criteria and cannot be exempt from further analysis under this criterion.

Transit Priority Area (TPA) Screening Projects located in Transit Priority Areas2 may be considered to have a less than significant impact unless substantial evidence is submitted to the contrary. As noted in the OPR Technical Advisory, a presumption of less than significant VMT impact under the TPA screening criteria may not be appropriate if the project:

o Has a Floor Area Ratio (FAR) of less than 0.75; o Includes more parking for use by residents, customers, or employees of the project than required

by the local jurisdiction (if the jurisdiction requires the project to supply parking) o Is inconsistent with the applicable Sustainable Communities Strategy (as determined by the lead

agency with input from the Metropolitan Planning organization); or o Replaces affordable residential units with a smaller number of moderate- or high- income

residential units.

A bus stop for Sunline Transit Agency Route 111 is located at the southeast corner of Highway 111/Rancho Las Palmas. Based on the number of stops within a 3-hour peak period (7-10 am and 3-6 pm) at the nearest timepoint shown of the route schedule available on the Sunline Transit website.

TABLE XVII-6


April 2021/Page 101

Existing Transit-Service Description

Provider/Route Mode Description Direction Hours of Service Peak Period

Headways (Minutes) AM PM

Sunline Transit Agency/ Route

111

Fixed Route Bus

Palm Springs to Coachella along

HWY 111

EB 5:45 AM -10:20 PM 20 20

WB 5:45 AM – 9:52 PM 20 20 As shown in Table XVII-6 the frequency of service intervals during the morning and afternoon commute periods is greater than 15 minutes; therefore, the proposed project does not satisfy the TPA screening criteria and cannot be exempt under this criterion. Low VMT Area Screening Low VMT screening is performed using the RIVTAM/RIVCOM travel forecasting model, which includes a seasonally adjusted model for the Coachella Valley. The RIVTAM/RIVCOM travel forecasting model is used to measure VMT for individual traffic analysis zones (TAZs) and compared to the base year VMT for respective jurisdictional areas. A TAZ is a geographic area where travel behaviors are similar. Total daily VMT per service population (population plus employment) is estimated for each TAZ. A TAZ that performs at or below the jurisdictional (City, Subarea, County, or CVAG) average of total VMT per service population under base year conditions are considered low VMT areas. The project site is located in TAZ 4641. Based on review of the land use input data, TAZ 4641 only has 39 hotel rooms allocated; thus, the proposed project would increase the quantity of hotel land use assumptions in the RIVTAM/RIVCOM travel forecasting model. Additionally, the City’s Transportation Analysis Policy considers hotel uses as retail, which are evaluated based on net change in VMT. Therefore, a presumption of less than significant VMT impact may not be appropriate under this screening criteria and further analysis. Screening Analysis Findings Since the proposed project does not satisfy any of the City-established screening criteria, a detailed VMT analysis was performed using the RIVTAM/RIVCOM travel forecasting model as described in the following section. Detailed VMT Analysis Since the proposed project does not satisfy the City-established screening criteria, a detailed VMT analysis was performed in accordance with City’s Transportation Analysis Policy. Threshold of Significance In accordance with the City’s Transportation Analysis Policy, a significant VMT impact for retail projects (including hotels) is defined to occur if the proposed project would result in a net increase in the total existing VMT for the region which is defined as the jurisdictional boundary of the Coachella Valley Association of Governments (CVAG) for purposes of this analysis. Methodology In accordance with City’s Transportation Analysis Policy, project generated VMT and project effect on VMT must be assessed for the following scenarios: ▪ Baseline conditions ▪ Baseline plus project for the project ▪ Cumulative no project ▪ Cumulative plus project


April 2021/Page 102

Baseline plus project conditions were evaluated by adding the proposed project land use to the existing TAZ and performing a full base year model run. Since the proposed hotel is assumed to comprise a portion of future market demand for the region, cumulative plus project conditions were evaluated by re-allocating the project land use from a proximate TAZ and performing a full future year model run. Based on review of undeveloped parcels and current General Plan land use designations, a portion of the 598 hotel rooms from TAZ 4649 were re-allocated to the project TAZ 4641. TAZ 4649 is generally bounded by Monterey Avenue, Country Club Drive, Bob Hope Drive and Clancy Lane. The area within TAZ 4649 is comprised of low density residential, office, public/quasi-public, and neighborhood commercial land use designations. This area is mostly developed with no existing hotel uses and it appears that future hotel development would not be permitted without a General Plan Amendment. Therefore, the original allocation of hotel rooms within TAZ 4649 does not appear to reflect current General Plan land use designations and the re-allocation to the project TAZ 4641 was done for travel demand modelling purposes. Table XVII-9 summarizes the RIVTAM model inputs used for the VMT Analysis. A detailed VMT analysis was performed using the RIVTAM travel forecasting model, including seasonal adjustments from the CVAG sub-model. Model runs were performed by AFSHA Consulting, Inc. in accordance with the VMT analysis methodology contained in Appendix E of the Riverside County Transportation Analysis Guidelines (September 2020) [“Riverside County TA Guidelines”], including adjustments for trips outside the County by using the average lengths provided by the County. TAZ and model output summaries are provided Attachment B of the VMT Analysis. VMT Impacts Daily VMT for the region without and with project are shown in Table XVII-8. The existing baseline year (2020) estimates were interpolated from the base year 2012 and future year 2040 model runs. The daily VMT estimates and service populations are based on the seasonally adjusted CVAG sub-model. As shown in Table XVII-8, the existing (2020) daily VMT for the CVAG region is estimated to decrease from 22,105,874 without project conditions to 22,005,292 with project conditions. Therefore, the proposed project is forecast to result in no significant VMT impact based on the City-established thresholds and a net decrease in the total existing VMT for the region. No mitigation is necessary. Less than significant impacts are expected.

TABLE XVII-7 Daily VMT Estimates

Year City of Rancho Mirage CVAG

No Project With Project No Project With Project VMT VMT/SP VMT VMT/SP VMT VMT/SP VMT VMT/SP

2012 1,527,197 21.20 1,525,619 21.08 18,988,537 15.89 18,845,612 15.77 2020 1,730,835 21.88 1,729,723 21.87 22,105,874 16.76 22,005,292 16.67 2040 2,239,930 23.83 2,239,982 23.83 29,899,218 18.93 29,904,493 18.93

Note: 1. VMT = Vehicle Miles Traveled; SP = Service Population (population + employment) 2. Based on CVAG sub-model permanent plus seasonal service population.

Source: Riverside Transportation Analysis Model (RIVTAM), CVAG sub-model.

Table XVII-8 RIVTAM Model Inputs


April 2021/Page 103

Model Scenario Project TAZ (4641)

Permanent Seasonal Total SP Pop. Emp. Pop. Emp.

Base Year 2012

No Project 298 1,547 375 1,534 3,754 With Project 298 1,547 375 1,534 3,754

Project Baseline 2020


Future Year 2040


Model Scenario City of Rancho Mirage


Base Year 2012

No Project 20,648 12,933 21,404 17,390 72,375 With Project 20,648 12,933 21,404 17,390 72,375



Future Year 2040


Model Scenario CVAG


Base Year 2012

No Project 435,546 154,810 427,041 177,581 1,194,978 With Project 435,546 154,810 427,041 177,581 1,194,978



Future Year 2040


Notes: 1. Pop = Population of residents within TAZ or region; EMP = Employment within TAZ or region; SP =

Service Population (Population + Employment) within TAZ or region. 2. 2020 inputs are estimates based on interpolation between 2012 and 2040 data. 3. Project inputs are based on hotel rooms. For base year, 110 rooms were added to project TAZ 4641. For

future year, 110 rooms were re-allocated to project TAZ 4641 from TAZ 4649. Source: Riverside Transportation Analysis Model (RIVTAM) CVAG sub-model. Additional description of the VMT concept is provided in the Greenhouse Gas and Energy sections of this Initial Study. Following implementation of the project design features, TUMF, DIF and standard conditions, the project is expected to result in less than significant impacts.

Mitigation: None

c) Less than Significant Impact. The proposed Hotel is a permissible land use within the existing

Commercial zoning. In its current condition, the undeveloped Project property is bordered by the paved alignment of Bob Hope Drive to the east, and Rancho Las Palmas Road to the north and the parking lot of the River Shopping Center to the south and west. To provide proper access to the facility, off-site design and the proposed off-site improvements include construction of a full access point at the southerly terminus of Eleanora Lane and Rancho Las Palmas Drive.


April 2021/Page 104

The minimum corner sight distance requirement is determined in accordance with Section Table 405.1 in the Highway Design Manual (California Department of Transportation, July 2020). At unsignalized intersections a substantially clear line of sight should be maintained between the driver of a vehicle, bicyclist or pedestrian stopped on the minor road and the driver of an approaching vehicle on the major road that has no stop. Adequate time should be provided for the stopped vehicle on the minor road to either cross all lanes of through traffic, cross the near lanes and turn left, or turn right, without requiring through traffic to radically alter their speed. In determining corner sight distance, setback for the driver of the vehicle on the minor road should be a minimum of 10 feet plus the shoulder width of the major road but not less than 15 feet. This is a conservative approach because motorists will tend to pull forward so that vehicle bumper is just outside the travel lane, if necessary, which means a setback distance of 7-10 feet is more realistic. The corner sight distance line of sight for passenger cars is to be determined from a 3.5-foot height at the location of the driver of the vehicle in the center of the minor road lane to a 3.5-foot object height in the center of the nearest approaching lane of the major road. In addition, a truck driver’s eye height of 7.6 feet should be applied to the minor road where applicable. For unsignalized locations, the minimum corner sight distance is determined by the following equation:

Corner Sight Distance = 1.47 x Vm x Tg. Where, Vm = major roadway design speed; Tg = the time gap in seconds for the minor road vehicle to enter the major road.

There is no posted speed limit on Rancho Las Palmas Drive in the project vicinity. Based on the stop control and traffic signal at the adjacent intersections, an estimated design speed of 35 miles per hour is used for the project driveway sight distance evaluation. A 7.5 second criterion is applied to a passenger car (including pickup trucks) for a left turn from a stop on the minor road. Therefore, the project driveway should provide corner sight distance of 330 feet for a 30 mile per hour design speed. As illustrated on Exhibit XVII- 1 (Figure 32 of the TIA) the triangle formed between the line of sight and the major road path of travel is known as the restricted use area. Objects that may substantially obstruct a clear line of sight, such as signage and landscaping, should not be placed within the restricted use area. For any landscaping within the restricted use areas, landscaping should be less than two feet in height (Highway Design Manual, 904.6) and the bottom of tree canopies should be higher than eight feet so as not to obstruct the driver’s eye on the minor street road. Right Turn from Driveway A stopping sight distance of 250 feet is provided for eastbound vehicles on Rancho Las Palmas approaching the project driveway. Corner Sight Distance: For a right turn from a stop on the minor road onto a major roadway with a design speed of 35 miles per hour, a time gap of 6.5 seconds results in a required corner sight distance of 334 feet at. While the existing palm trees are within the sight distance triangle, the line of sight is not substantially obstructed given the gaps between the trees. The stop sign at the intersection is clearly visible so there does not appear to be substantial obstructions to the corner sight distance for vehicles exiting the project driveway. Left Turn from Driveway


April 2021/Page 105

A stopping sight distance of 250 feet is provided for eastbound vehicles on Rancho Las Palmas approaching the project driveway. Corner Sight Distance: For a left turn from a stop on the minor road onto a four-lane divided roadway with a design speed of 35 miles per hour, a time gap of 8.5 seconds results in a corner sight distance of 436 feet. While the palm trees are within the sight distance triangle, the line of sight is not substantially obstructed given the gaps between the trees. The traffic signal support and mast arm at the intersection is clearly visible, so there does not appear to be an unobstructed corner sight distance adequate for the project access driver to pull out on to the roadway at prevailing speed. It is important to note that the left turn bay into the project driveway is an existing approved street feature, which was presumably constructed to the standards and prevailing conditions at the time of the approval. As a result of the adjacent intersection traffic controls, eastbound vehicles approaching the project driveway will be accelerating from a stop condition and westbound vehicles will also be accelerating from a reduced turning speed (generally 15 miles per hour). Therefore, the average speed over the length of traveled way for approaching vehicles on the major road is likely less than 35 miles per hour and the sight distance evaluation provided is conservative. The following measures are recommended to address sight distance conditions at the proposed new project driveway:

• Remove palm trees within 50 feet of the project driveway. • The landscape plan for the project site should be designed consistent with sight distance principals

to avoid placing obstructions, such as dense trees or monument signs, within the limited use sight distance area.

Truck Turning Radius As indicated by Exhibit XVII-2 the drive aisle design around the proposed hotel has adequate turning capacity to handle a panel delivery truck (approximately 40 feet in length.)


April 2021/Page 106

Exhibit XVII- 2 Panel Truck Travel Analysis

CIRCULATION RECOMMENDATIONS Circulation recommendations are illustrated on Exhibit XVII-3 (Figure 33 of TIA.) As shown on Figure 33:

• Stop controls are recommended along the east-west drive aisle at the proposed driveway due to the number and angle of approaches and the need to designate right-of-way for vehicles entering the site.

SITE ACCESS IMPROVEMENTS The proposed project shall construct the following improvements to provide project site access:

• Project Driveway/Eleanora Lane (NS) at Rancho Las Palmas Drive (EW) - #4 • Construct the northbound approach to consist of one shared left/through/right turn lane. • Modify the median on the east leg and restripe the westbound approach to accommodate a

minimum • 50-foot westbound left turn lane. • Install stop control at northbound approach


April 2021/Page 107

Exhibit XVII- 1 Site Distance at Project Driveway

Figure 32 of the Traffic Impact Analysis, Ganddini, 2021.


April 2021/Page 108

Exhibit XVII-3 Circulation Recommendations

Figure 37 of the Traffic Impact Analysis, Ganddini, 2021.

Circulation design will undergo City and Fire Department review before approval to ensure that the local development standards for roadways, in interior and exterior circulation designs, are met without resulting in traffic safety impacts including hazardous design features. The Project will not include sharp curves or dangerous intersections. No incompatible uses will result from the proposed Project. A traffic control plan will be prepared prior to construction to reduce the potential for temporary hazards associated with construction activities. This requirement will work to coordinate traffic associated with the construction traffic and existing users along Bob Hope Drive and Rancho Las Palmas Drive. All Project plans shall be reviewed and approved by the City Engineering Department. Impacts are expected to be less than significant.

Mitigation: None

d) Less than Significant Impact. The proposed Project will provide adequate access to emergency response

vehicles, as required by the City of Rancho Mirage and in accordance with the Fire Department review and requirements. Site plan review would include in-depth analysis of emergency access to the site to ensure proper access to facilities. As mentioned previously, the proposed site plan provides one primary proposed vehicular access point as well as multiple existing access points associated with the River Shopping Center.


April 2021/Page 109

The primary point of access will be on Rancho Las Palmas Drive at the southerly terminus of Eleanora Lane. The design details of the vehicular driveways will be reviewed and approved by the Fire Department and the City. The Project is anticipated to provide proper premises identification with legible site name, address numbers, and clear signage indicating the site access points. Operational fire hydrants and extinguishers are also required in accordance with the Rancho Mirage Municipal Code. Off-site Project improvements will involve demolition and restoration of the existing parking lot, and repairs or improvements necessary for Bob Hope Drive or Rancho Las Palmas Drive within the required rights-of-way and according to the City’s designated street standards. Following implementation of standard conditions, the Project is anticipated to result in less than significant impact related to emergency access.

Mitigation: None


April 2021/Page 110

18. TRIBAL CULTURAL RESOURCES – Would the project:


Impact




Impact

No Impact

a) Would the project cause a substantial Adverse change in the significance of a Tribal cultural resource, defined in Public Resource Code Section 21074 as either a site, feature, place, cultural landscape that is geographically defined in terms of the size scope of the landscape, sacred place, or object with cultural value to a California Native American tribe, and that is:

i)Listed or eligible for listing in the California Register of Historical Resources, or in a local Register of historical resources as defined in Public Resource Code Section 5020.1(k), or;

ii)A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in subdivision (c) of Public Resources Code Section 5024.1. In applying the criteria set forth in subdivision (c) of Public Resources Code Section 5024.1, the lead agency shall consider the significance of the resource to a California Native American Tribe.

Source: Public Resource Code §21074; Rancho Mirage 2017 General Plan. a) i. No Impact. As previously discussed, the site is located in an existing shopping center and currently used

as a paved parking lot in an urbanized and developed area of the City. There are no known historical structures or features located on the project site and the site is not identified in the City of Rancho Mirage General Plan as having Historic Resource Sensitivity. Therefore, the project site is not expected to cause a substantial adverse change in the significance of a Tribal cultural resource as defined by Public Resource Code §21074 and no impacts are expected.

Mitigation Measure: None

b) ii. Less than Significant Impact. Public Resource Code 21074 identifies “Tribal Cultural Resources” as

“sites, features, places, cultural landscapes, sacred places, and objects with culture value to California Native American Tribe” and that are either included or determined to be eligible for inclusion on the national, state, or local register of historic resources or that are determined by the lead agency, in its discretion, to be significant when taking into consideration the significance of the resource to a California Native American Tribe.

Assembly Bill 52 (AB 52) requires lead agencies to notify their local tribes about development projects. It also mandates lead agencies consult with Tribes if requested and sets the principals for conducting and concluding the required consultation process. Pursuant to AB 52 consultation requirements, the City of Rancho Mirage initiated a 30-day review period from XX XX, 2020 to XX XX, 2020.

During the consultation period __one__ Tribe(Agua Caliente Band of Cahuilla Indians (“ACBCI”)) responded to the AB-52 letters requesting formal government to government consultation. City staff met with a representative of ACBCI on February 28, 2021. The Tribe’s representative asked that they receive a copy of the project’s conditions of approval when they were completed. Staff agreed to that request. Mitigation Measure: None


April 2021/Page 111

19. UTILITIES AND SERVICE SYSTEMS – Would the project:


Impact




Impact

No

Impact

a) Require or result in the relocation or construction of new or expanded water, wastewater treatment or storm water drainage, electric power, natural gas, or telecommunications facilities, the construction or relocation of which could cause significant environmental effects?

b) Have sufficient water supplies available to serve the project and reasonable foreseeable future development during normal, dry and multiple dry years?

c) Result in a determination by wastewater treatment provider which serves or may serve the project that it has adequate capacity to serve the project’s projected demand in addition to the provider’s existing commitments?

d) Generate solid waste in excess of State or local standards, or in excess of the capacity of local infrastructure, or otherwise impair the attainment of solid waste reduction goals?

e) Comply with federal, state, and local management and reduction statutes and regulations related to solid waste?

Sources: Rancho Mirage 2017 General Plan Update; 2012Water Management Plan, CVWD; 2015 Urban Water Management Plan, CVWD; Californian Department of Finance, Population Estimate, 2019; a) Less than Significant Impact. The project site is in an urban setting currently served by existing utilities.

Domestic water and wastewater services are provided to the site by the Coachella Valley Water District (CVWD). The project would connect to the existing water and sewer mains along Bob Hope Drive and Rancho Las Palmas Drive. Southern California Edison would provide electric power to the site and SoCal Gas will provide natural gas, telecommunication connections are provided by Spectrum, all connections these utilities are located within the project’s boundary. The project is designed with an on-site underground stormwater retention system that during the life of the project will comply with the City’s drainage requirements by preventing site discharge and transport of untreated runoff. The proposed storm drain system includes facilities which have been preliminarily sized to provide enough storage for the 100-year controlling storm event. The extension of all onsite utilities will occur within the projects existing footprint and no new construction of public water, wastewater, electric power, natural gas, or telecommunications facilities will need to be constructed or relocated. Therefore, less than significant impacts are expected. Mitigation: None

b) Less than Significant Impact. Groundwater is the primary source of domestic water supply in the

Coachella Valley. The Coachella Valley Water District (CVWD) is the largest provider of potable water in the valley and currently provides potable water in the project vicinity. CVWD operates more than 100 wells and serves a population of 290,000 in its service areas. CVWD’s 2012 adopted Water Management Plan and 2015 Urban Water Management Plan (UWMP) have been developed to assist the agency in reliably meeting current and future water demands in a cost-effective manner. The 2015 UWMP serves as a planning tool that documents actions in support of long-term water resources planning and ensures adequate water supplies are available to meet the existing and future urban water demands.


April 2021/Page 112

As shown in Table 3-1 from the 2010 Coachella Valley Water Management Plan, CVWD has a population projection for the City of Rancho Mirage at 26,764 person in the year 2020 and a population of 33,455 persons by 2045. According to the 2019 Californian Department of Finance, population estimate, the City of Rancho Mirage has a population of 18, 489 persons,which is far below CVWD’s projected population of 26,764.

Per CVWD’s Urban Water Management Plan, the district has a 2020 target water use demand of 473 gpcd. The UWMP further states that the district’s 2015 actual per capita daily water use of 383 GPCD is currently 19 percent below the 2020 target of 473 GPCD. CVWD has currently achieved its 2020 water use target but continues to implement demand management measures to reduce per capita water use. CVWD anticipates the average per capita use by its existing customers will at least maintain the 383 GPCD average usage observed in 2015. In addition, CVWD anticipates that CVWD future users will achieve a 291 GPCD average usage across all customer classes due to implementation of plumbing code and updated landscape ordinance requirements. The larger project site is currently developed, with commercial buildings existing onsite, therefore is currently using domestic water services. The proposed project would connect into the existing infrastructure located on Bob Hope Drive and Rancho Las Palmas Drive and will comply with the existing water management program in place. The proposed site plan identifies a total of 110 rooms, equating 55 Equivalent Dwelling Units (EDUs). The site also estimates a total water demand of 6.9 acre-feet per year, which is approximately 6,140 gallons per day (gpd), or 0.006 mgd. The available supplies and water demands for CVWD’s service area were analyzed in the water supply conditions of the 2015 UWMP to assess the regions ability to satisfy current and future urban water demands, including those of the project, under three scenarios: a normal water year, a single dry year, and multiple dry years. Per the 2015 Urban Water Management Plan, the urban water demands in the CVWD service area (retail supply totals) are estimated to grow from 114,600 AF in 2020 to 194,300 AF in 2040. Therefore, the estimated Project demands (0.006 mgd) represent approximately less than one percent of the total water supply number


April 2021/Page 113

(114,600 AF) for 2020 and would also represent less than one percent for the total water supply number (194,300 AF) for 2035. Additionally, commercial water use makes up about 6 percent of water use and 1 percent of water connections. Future commercial use is expected to be lower in response to CalGreen requirements. The proposed development will be expected to follow water conservation guidelines to mitigate impacts to public water supplies. Examples of these water conservation methods include water conserving plumbing fixtures, drought tolerant landscaping, and drip irrigation systems as well as on-site stormwater infiltration. Additional domestic water improvements necessary to serve this development will be identified by CVWD and included as conditions of approval by the City of Rancho Mirage during the City’s standard review process. Therefore, less than significant impacts relative to water supply are expected.

Mitigation: None

c) Less than Significant Impact. CVWD operates 6 water reclamation plants and maintains more than 1,000

miles of sewer pipelines and more than 30 lift stations that transport wastewater to the nearest treatment facility and nearly 6.3 billion gallons of wastewater is treated yearly. CVWD’s peak flow factor of 200 gallons per day per equivalent dwelling unit (EDU), was used to determine the proposed wastewater generation for the project. The site was found to provide approximately 55 EDU and estimates a total wastewater demand of approximately 11,000 gallons per day (gpd), or 0.011 MGD. In addition, wastewater generated by the Project will be conveyed to CVWD Wastewater Reclamation Plant Number 10 in Palm Desert (WRP-10). Per the 2015 CVWD Urban Water Management Plan, WRP-10 has a capacity to treat 18 million gallons per day (MGD). This plant treats an annual average flow of 10.8 MGD (12,000 AFY) from the activated sludge plant. Therefore, the estimated project demands (0.011 MGD) represent approximately less than one percent of the annual average flow treated by the WRP. Approximately 60 percent of the wastewater received at this plant receives tertiary treatment for reuse such as golf course irrigation. The proposed project would have a nominal increase to wastewater and sufficient capacity would be available to serve the project. Additionally, project plans will be reviewed by CVWD and City Staff to ensure wastewater capacity and compliance. Sewer installation and connection fees in place at the time of development or connection would be collected by CVWD. Therefore, less than significant impacts relative to wastewater capacity are expected.

Mitigation: None d) Less than Significant Impact. Solid waste disposal and recycling services for the City of Rancho Mirage

is provided by Burrtec. Solid waste and recycling collected from the proposed project will be hauled to the Edom Hill Transfer Station. Waste from this transfer station is then sent to a permitted landfill or recycling facility outside of the Coachella Valley. These include Badlands Disposal Site, El Sobrante Sanitary Landfill and Lamb Canyon Disposal Site. Cal-Recycle data indicates the Bandlands Disposal site has 15,748,799 cubic yards of remaining capacity, the El Sobrante Landfill has a remaining capacity of 143,977,170 tons of solid waste, and Lamb Canyon Disposal has a remaining solid waste capacity of 19,242,950 cubic yards. As part of its long-range planning and management activities, the Riverside County Waste Management Department (RCWMD) ensures that Riverside County has a minimum of 15 years of capacity, at any time, for future landfill disposal. The 15-year projection of disposal capacity is prepared each year by as part of the annual reporting requirements for the Countywide Integrated Waste Management Plan. The most recent 15-year projection by the RCWMD indicates that no additional capacity is needed to dispose of countywide waste through 2024, with a remaining disposal capacity of 28,561,626 tons in the year 2024 (County of Riverside 2015b). Less than significant impacts are anticipated.


April 2021/Page 114

e) Less than Significant Impact. The project will comply with all applicable solid waste statutes and guidelines. All development is required to comply with the mandatory commercial and multi-family recycling requirements of Assembly Bill 341. The project will also comply with the recycling requirements of Cal Green and develop a waste management plan that will include diverting at least 50% of construction and demolition material fill from landfills. No impacts are expected relative to applicable solid waste statues and regulations.

Mitigation: None


April 2021/Page 115

20. WILDFIRE – If located in or near state responsibility areas or lands classified as very high fire hazard severity zones, would the Project:


Impact




Impact

No Impact

a) Substantially impair an adopted emergency response plan or emergency evacuation plan?

b) Due to slope, prevailing winds, and other factors, exacerbate wildfire risks, and thereby expose project occupants to, pollutant concentrations from a wildfire or the uncontrolled spread of a wildfire?

c) Require the installation or maintenance of associated infrastructure (such as roads, fuel breaks, emergency water resources, power lines or other utilities) that may exacerbate fire risk or that may result in temporary or ongoing impacts to the environment?

d) Expose people or structures to significant risks, including downslope or downstream flooding or landslides, as a result of runoff post-fire slope instability, or drainage changes?

Source: 2017 Rancho Mirage General Plan Update; Rancho Mirage General Plan EIR May, 2005; CAL FIRE High Fire Severity Zone Maps.

a-d) Less than Significant Impact. The project site currently resides in an urban and developed area within the

City of Rancho Mirage. The project site has been graded and developed for a number of years and currently serves as an asphalt parking lot for The River shopping center. Buildings associated with The River shopping center are located approximately 500 feet south and southwest of the project, offering retail, dining, and entertainment uses. The western and southern project property boundaries are met by parking lot spaces, also associated with The River shopping center. Rancho Las Palmas Drive is located north of the project, and office and residential uses occupy the area approximately 200 feet northwest and 250 feet north of the project, respectively. Bob Hope Drive is located east of the project, and the Omni Resort occupies the area approximately 300 feet east of the project. According to CAL FIRE’s Fire Hazard Severity Zones (FHSZ) in State Responsibility Areas (SRA) Map, the project site is not located in an SRA or located in an area classified as very high fire hazard severity zone. Per CAL FIRE’s map, the project property is located in a (incorporated) Local Responsibility Area (LRA). The project is not located in or near state responsibility areas or lands classified as very high, high or moderate fire hazard severity zones, therefore, no impacts are anticipated. Wildfire risk is related to a number of parameters, including fuel loading (vegetation), fire weather (winds, temperatures, humidity levels and fuel moisture contents), and topography (degree of slope). Steep slopes contribute to fire hazards by intensifying the effects of wind and making fire suppression difficult. Fuels such as grass are highly flammable because they have a high surface area to mass ratio and require less heat to reach the ignition point. According to the Riverside County General Plan, wildfire susceptibility is moderate to low in the valley and desert regions on the western and eastern sides of the Salton Sea. Methods in which developments address wildland fires hazards includes establishing setbacks that buffer development from hazard areas, maintaining brush clearance to reduce potential fuel, use of low fuel landscaping, and use of fire-resistant building techniques. As previously stated, the project property is located in a developed area of the City. Thick vegetation, which acts as wildfire fuel, does not occur in areas adjacent to the project. Additionally, the project is not located adjacent to steep slopes. The closest slope to the project is occurs approximately 0.54 miles southwest of the project, at the Santa Rosa Mountains. However, the Santa Rosa Mountains, as determined by the Rancho


April 2021/Page 116

Mirage General Plan and EIR, does not provide an environment conducive to wildfires because of the rocky terrain and sparce vegetation that occurs on the Mountain. The project site will be developed to the most current California building standards and fire code. Therefore, a wildfire is not expected to occur in the City and at the project site. As a result, the project site is not expected to expose project occupants to pollutant concentrations from a wildfire or the uncontrolled spread of a wildfire.

The project will connect to existing water and sewer infrastructure. The proposed infrastructure would allow for a decrease of fire risk during operation of the project. The development of this infrastructure will not exacerbate fire risk or result in short- or long-term impacts to the environment. The project site will be connecting to an existing network of streets. The project would not impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan. The project is not expected to require the installation or maintenance of associated infrastructure that may exacerbate fire risk or that may result in temporary or ongoing impacts to the environment. Landslides include rockfalls, deep slope failure, and shallow slope failure. Factors such as the geological conditions, drainage, slope, vegetation, and others affect the potential for landslides. One of the most common causes of landslides is construction activity that is associated with road building. The site is located on flat ground, therefore, risks associated with slope instability are not significant. As a result, the project is not expected to expose people or structures to significant risks including downslope or downstream flooding or landslides, due to runoff, post-fire slope instability, or drainage changes. No impact is expected to result from the project. Overall, less than significant impacts are anticipated.

Mitigation: None


April 2021/Page 117

21. MANDATORY FINDINGS OF SIGNIFICANCE


Impact




Impact

No Impact

a) Does the project have the potential to substantially degrade the quality of the environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community, substantially reduce the number or restrict the range of a rare or endangered plant or animal or eliminate important examples of the major periods of California history or prehistory?

b) Does the project have impacts that are individually limited, but cumulatively considerable? ("Cumulatively considerable" means that the incremental effects of a project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects)?

c) Does the project have environmental effects, which will cause substantial adverse effects on human beings, either directly or indirectly?

a) Less than Significant Impact. As concluded in the Biological and Cultural Resources sections of this

document, the proposed project would result in no impacts or less than significant impacts to these resources without the implementation of mitigation. The project is compatible with the City of Rancho Mirage General Plan and Zoning and its surroundings. The project will not significantly degrade the overall quality of the region’s environment, or substantially reduce the habitat of a wildlife species, case a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community, reduce the number or restrict the range of a rare of endangered plant or animal or eliminate important examples of the major periods or California history or prehistory. Based upon the information and mitigation measures provided within this Initial Study, approval and implementation of the project is not expected to substantially alter or degrade the quality of the environment, including biological, cultural or historical resources.

Mitigation: None d) Less than Significant Impact. The proposed project and its location is found to be adequate and consistent

with existing federal, state and local policies and is a consistent land use with the City of Rancho Mirage General Plan and Zoning. Approval and implementation of the proposed project will result in less than significant impacts related to cumulatively considerable impacts.

Mitigation: None e) Less than Significant Impact. The proposed project will not result in impacts related to environmental

effects that will cause substantial adverse effects on human beings. The project has been designed to comply with established design guidelines and current building standards. The City’s review process will ensure that applicable guidelines are being followed. Based upon the findings provided in this document, and mitigation measures and standard conditions incorporated into the project, less than significant impacts are expected.

Mitigation: None


April 2021/Page 118

REFERENCES Air Quality, Global Climate Change, and Energy Impact Analysis, Ganddini Group Inc. November 2020.

Alquist-Priolo Earthquake Fault Zoning (AP) Act, California Department of Conservation.

Analysis of the Coachella Valley PM10 Redesignation Request and Maintenance Plan, by the California Air Resources Board, February 2010.

CAL FIRE High Fire Severity Zone Maps.

California Emissions Estimator Model (CalEEMod), Version 2016.3.2.

California Greenhouse Gas Emissions for 2000 to 2017, Trends of Emissions and Other Indicators, 2019 Edition, California Air Resources Board.

City of Rancho Mirage Fire and Police Department Website.

City of Rancho Mirage 2017 General Plan Update.

City of Rancho Mirage Municipal Code.

Coachella Valley Water District, 2015 Urban Water Management Plan, Final Report, July 2016

PSUSD Fee Justification Study.

Enforcement and Compliance Fault Zoning Act, California Department of Conservation.

Enforcement and Compliance History Online, EPA, 2020.

EnviroStor, Department of Toxic Substances Control, 2020.

Farmland Mapping and Monitoring Program, California Department of Conservation, accessed March 2020.

Final 2016 Air Quality Management Plan (AQMP), by SCAQMD, March 2017.

Final 2003 Coachella Valley PM10 State Implementation Plan (CVSIP), by SCAQMD, August 2003.

Flood Insurance Rate Map # 06065C2206G, Federal Emergency Management Agency, Effective August 28, 2008.

GeoTracker, State Water Resources Control Board, 2020.

Mineral Land Classification Map, Riverside County, 2007.

Noise Impact Analysis, Ganddini Group Inc. October 2020.

Project-Specific Preliminary Water Quality Management Plan (WQMP), MSA Consulting, Inc., June 2020.

2017 Rancho Mirage General Plan EIR Addendum

Release No. 18-37 & 19-35, California Air Resources Board Press Release, July 2018 and August 2019.

Riverside County General Plan, Safety Element, 2016; Riverside County General Plan Geotechnical Report 2000.

Water Quality Control Plan for the Colorado River Basin Region, January 2019.

Documents

ENVIRONMENTAL INITIAL STUDY · 2021. 5. 25. · b o b h o p e d r i v e apn: 684-440-039 ran cho las p almas d r i ve n.t.s. msa consulting, inc. > planning > civil engineering >