VISTA DEL LAGO HIGH SCHOOL STADIUM SEATING · PDF fileVISTA DEL LAGO HIGH SCHOOL STADIUM SEATING ... this report is to ensure that the proposed project complies ... Negative Declaration

VISTA DEL LAGO HIGH SCHOOL STADIUM SEATING

Prepared For:

FOLSOM CORDOVA UNIFIED SCHOOL DISTRICT 1965 Birkmont Drive Rancho Cordova, CA 95742 Prepared By: Planning Dynamics Group in Association with K.D. Anderson Associates, Transportation Consultants and J. C. Brennan Associates, Inc., Noise Consultants

September 17, 2015

VISTA DEL LAGO HIGH SCHOOL STADIUM SEATING

EXPANSION PROJECT

MITIGATED NEGATIVE DECLARATION (MND)

Vista del Lago High School Stadium Seating Expansion MND

TABLE OF CONTENTS

Page

Mitigated Negative Declaration Notice of Availability and Comment Period 1

Project Background and Description 2

Environmental Screening Introduction 11

Mitigation Measures Applied to the Project 11

Attachment A: CEQA Checklist and Discussion of Findings

Aesthetics 15

Agricultural Resources 17

Air Quality 20

Biological Resources 25

Cultural Resources 28

Geology and Soils 31

Greenhouse Gas Emissions 37

Hazards and Hazardous Materials 38

Hydrology and Water Quality 42

Land Use 46

Mineral Resources 48

Noise 49

Population and Housing 61

Public Services 62

Recreation 64

Transportation 65

Utilities 81

Mandatory Findings of Significance 84

Folsom Cordova Unified School District- Vista del Lago Stadium Seating Expansion

Initial Study and Mitigated Negative Declaration Page 1

MITIGATED NEGATIVE DECLARATION

Folsom Cordova Unified School District

Vista del Lago High School Stadium Seating Expansion

In accordance with the California Environmental Quality Act, the Folsom Cordova Unified School District (District) has conducted an Initial Study to determine whether the following project may have a significant adverse effect on the environment, and on the basis of that study hereby finds: The proposed project will not have a significant adverse effect on the environment;

therefore, it does not require the preparation of an Environmental Impact Report and this Negative Declaration has been prepared.

X

Although the proposed project could have a significant adverse effect on the environment, there will not be a significant adverse effect in this case because the project has incorporated specific provisions to reduce impacts to a less-than-significant level and/or the mitigation measures described herein have been added to the project. A Mitigated Negative Declaration (MND) has thus been prepared.

PROJECT SUMMARY PUBLIC NOTICE This Mitigated Negative Declaration (MND) will be circulated for 30 day public review beginning September 21, 2015 and ending September October 20, 2015. A copy of the Negative Declaration is available for public review on the Folsom Cordova Unified High School District’s website (http://www.fcusd.org/Page/24703) or at the District Offices. Additional information may be obtained by contacting the District Facilities, Planning and Construction office at 916-294-9010. If you wish to comment on the adequacy of this document under the California Environmental Quality Act (CEQA), please provide your written comments regarding the environmental issue by October 20, 2015. Comments may be addressed to:

Mr. Matt Washburn, Director of Facilities Folsom Cordova Unified School District Facilities, Planning and Construction 1965 Birkmont Drive Rancho Cordova, CA 95742 (916) 294-9010 (phone) (916) 294-2471 (fax) Email: [email protected]

http://www.fcusd.org/Page/24703

mailto:[email protected]



Folsom Cordova Unified School District Vista del Lago High School Stadium Seating Expansion

INTRODUCTION The purpose of this report is to ensure that the proposed project complies with the environmental review and mitigation requirements of the California Environmental Quality Act or CEQA. The CEQA statues are located in Public Resources Code, Section 21000 et seq. and the State CEQA Guidelines (14 CCR 15000 et seq.) CEQA requires that all state and local government agencies consider the environmental consequences of projects over which they have discretionary authority before acting on those projects. The Folsom Cordova Unified School District (hereinafter District) is the lead agency for this CEQA review The Initial Study is a public document used by the decision-making lead agency to determine whether a project may have a significant effect on the environment. If the lead agency finds substantial evidence that any aspect of the project, either individually or cumulatively, may have a significant effect on the environment, regardless of whether the overall effect of the project is adverse or beneficial, the lead agency is required to prepare an environmental document. If the agency finds no substantial evidence that the project or any of its aspects may cause a significant effect on the environment, a Negative Declaration shall be prepared. If in the course of analysis, the agency recognizes that the project may have a significant impact on the environment, but that by incorporating specific mitigation measures the impact will be reduced to a less-than-significant effect, a Mitigated Negative Declaration shall be prepared. If the agency determines that even with the incorporation of mitigation measures the project will still result in significant and unavoidable impacts, then an Environmental Impact Report (EIR) shall be prepared a to analyze the project at hand.

The purpose of CEQA is to identify, disclose and to the extent feasible mitigate any significant physical environmental effects of a proposed project. CEQA focuses on physical environmental effects and does not generally review social or economic effects unless such effects result in a physical environmental impact. Section 21060.5 of the CEQA Statutes defines "Environment" as the “physical conditions which exist within the area which will be affected by a proposed project, including land, air, water, minerals, flora, fauna, noise, objects of historic or aesthetic significance.” BACKGROUND The Folsom Cordova Unified School District (District) is headquartered in Rancho Cordova, California and serves Folsom, Rancho Cordova, and most of the Mather communities. There are 34 separate schools, including an adult education program. Vista del Lago High School is one of the most recently constructed high schools in the District serving the Empire Ranch area of Folsom. Vista del Lago High School opened in 2007. A stadium was included as part of the original school development, however, the stadium included only limited seating for view of athletic events. Since the opening of the school in 2007, the school has developed a popular athletic program which includes football, cross country, track, baseball and soccer. All sports programs allow for student participation in grade levels 9-12. The stadium area is used for a number of these sports. Since the existing stadium lacks adequate seating facilities to host larger events such as varsity football, and major track events, these events are often held at Folsom High School which has adequate bleacher seating. The District facilities planners, school site staff and community parents identified the need to develop new bleachers, field house and

https://en.wikipedia.org/wiki/Folsom,_California

https://en.wikipedia.org/wiki/California

https://en.wikipedia.org/wiki/Rancho_Cordova,_California

https://en.wikipedia.org/wiki/Mather,_Sacramento_County,_California



restroom facilities so that events may be hosted on the Vista del Lago site. PROJECT LOCATION The proposed project is located on the campus of the Vista del Lago High School at 1970 Broadstone Parkway in the City of Folsom and serves a recently developed area generally known as the Empire Ranch. Land uses surrounding the campus are low density residential and parks and open space. Broadstone Parkway provides the main and secondary entrances to the campus. To the north of the site, across Broadstone Parkway are hillsides designated for open space and single family units along Stockman Circle. To the east of the site is vacant land which is designated for a future community park. To the south and west of the site are single family units which overlook the site from Caversham Way. Figure 1 shows the general location of the site. PROPOSED PROJECT ELEMENTS

The proposed project would construct new stadium bleachers and a field house at the Vista del Lago High School Site located at 1970 Broadstone Parkway in the City of Folsom. The new bleachers would be located to the north and south of the existing sports field on site. The field house would be located to the west of the existing stadium. Figure 2 shows location of key project elements on the site and Figure 3 shows the proposed site plan for the facility.

Elements of the project include:

Stadium Seating. A total of 3,253 stadium seats (including accessible seating) are proposed for the project. Of this, 2,136 seats would be located on the south side of the existing stadium to seat home team spectators. An additional 1,117 seats are proposed on the north side of the stadium for visiting spectator. On the home side, 82 of the 2,136 seats would be accessible via ramps for persons with wheel chairs and semi-ambulatory spectators. Similarly, the visitor side would include 85 accessible seats. Figures 4A and 4B. Figure 4C shows the elevations of the proposed bleachers. In this document, it is assumed that a “worst case” large event (such as graduation or a championship home game), may attract a total attendance of 3,500 persons including those persons standing, and the staff and monitors working the event.

Press Box. A 480 square foot press box is proposed to be located at the top center of the home bleachers. (See Figure 4B).

Field House (Unit M). To the west of the existing stadium it is proposed to develop a 5,650 foot field house to include team rooms, coach room and restrooms. A portion of the field house will include public restrooms proposed to include 8 toilets for woman/girls and 8 toilets/urinals for men and boys. Handicapped accessible toilet facilities are included in both restrooms. The field house also includes separate restrooms and team rooms for both the home team and the visitor team. (See Figure 5).

The proposed project also includes an erosion control plan to control erosion, sedimentation and run off during construction and to comply with the National Pollution Discharge Elimination System.



FIGURE 1: PROJECT LOCATION VISTA DEL LAGO HIGH SCHOOL

FOLSOM, CA



FIGURE 2: LOCATION OF PROJECT ELEMENTS ON SITE

Visitor Bleachers

Home Bleachers

and Press Box

Field House



FIGURE 3: PROJECT SITE PLAN



FIGURE 4A: VISITOR BLEACHERS SITE PLANS



FIGURE 4B: HOME BLEACHERS AND PRESS BOX SITE PLANS



FIGURE 4C: CROSS SECTIONS OF BLEACHERS



FIGURE 5: FIELD HOUSE FLOOR PLAN



ENVIRONMENTAL SCREENING CEQA CHECKLIST (INITIAL STUDY)

Attachment 1 is the Environmental Screening Checklist and narrative. This checklist is based on Appendix G of the State CEQA Guidelines as amended. For this review, the Standards of Significance are derived from either CEQA Appendix G or where applicable the City of Folsom General Plan which is the jurisdiction in which the project is located. The Environmental Checklist and Screening was completed using best available information. CLASSIFICATIONS OF SIGNIFICANCE OF AN IMPACT USED IN THE CHECKLIST For each impact area, CEQA Appendix G Checklist of items is used as appropriate. Based on best available information an assessment of the significance of the impact is made in this report. The significance of impacts is categorized as follows:

"Potentially Significant Impact" is appropriate if there is substantial evidence that an effect may be significant. If there are one or more "Potentially Significant Impact" entries when the determination is made, an EIR is generally required unless mitigation measures are available to reduce the impact.

"Less-than-significant with Mitigation Measures" applies where the incorporation of mitigation measures has reduced an effect from “Potentially Significant Impact" to a "Less-than-significant Impact."

“Less-than-significant Impact” applies where the project’s impacts are insubstantial and do not require any mitigation to reduce impacts. “No Impact” applies to issue areas which do not affect the project or/or the project does not affect.

MITIGATION MEASURES APPLIED TO THE PROJECT TO REDUCE IMPACTS

MITIGATION MEASURE AIR 1: Reduce construction period dust during construction period by the following procedures to be adhered to by the construction contractor(s) in accordance with Air District Rule 403:

a. Water all exposed surfaces two times daily. Exposed surfaces include, but are not limited to soil piles, graded areas, unpaved parking areas, staging areas, and access roads.

b. Cover or maintain at least two feet of free board space on haul trucks transporting soil, sand, or other loose material on the site. Any haul trucks that would be traveling along freeways or major roadways should be covered.

c. Use wet power vacuum street sweepers to remove any visible track out of mud or dirt onto adjacent public roads at least once a day. Use of dry power sweeping is prohibited.

d. Limit vehicle speeds on unpaved roads to 15 miles per hour (mph). e. All roadways, driveways, sidewalks, parking lots to be paved should be completed

as soon as possible. In addition, building pads should be laid as soon as possible after grading unless seeding or soil binders are used.



f. Minimize idling time either by shutting equipment off when not in use or reducing the time of idling to 5 minutes [required by California Code of Regulations, Title 13, sections 2449(d)(3) and 2485]. Provide clear signage that posts this requirement for workers at the entrances to the site.

g. The District shall ensure these measures are included in the construction specifications.

MITIGATION MEASURE AIR 2: All ground disturbing site preparation and construction activities, and all maintenance and operation activities shall adhere to all measures included in the 2014 updated Operations and Maintenance Plan for Vista del Lago site (APPENDIX A). This plan outlines specific mitigation measures to reduce possible releases of naturally occurring asbestos, the training of workers on site, and the methods of inspection to ensure compliance. This measure shall be included in the construction plans and specifications. MITIGATION MEASURE CULTURAL 1: If, during construction, human remains are uncovered, work shall be halted or diverted in the immediate area while a qualified archaeologist, coroner, and or Native American representative evaluates the find and makes recommendations pursuant to CEQA Guidelines Section 15064.5(e). This language shall be included in construction documents for the project. MITIGATION MEASURE NOISE 1: For any major event with an anticipated attendance greater than 1500 persons for which amplified sound will be employed, the District shall 1) ensure that amplified speakers are directed to the extent possible away from nearby residents located to the south and east of the project and if appropriate employ sound governors to control the extent of amplification and 2) shall schedule such events to conclude by 11 p.m. whenever feasible. MITIGATION MEASURE NOISE 2: The District shall ensure implementation of the following measures.

a. The Improvement Plans and Specifications shall include the following language: “Construction noise emanating from any construction activities for which a Grading or Building Permit shall occur in compliance with the City of Folsom’s Noise Ordinance which restricts construction generated noise activities to between the hours of 7 a.m. to 6 p.m. Monday through Friday, and 8 a.m. and 5 p.m. Saturday and Sunday.

b. All project construction equipment with internal combustion engines shall be fitted with manufacturer’s mufflers or the equivalent and be maintained in good working order.

c. Construction staging areas shall be located as far as practical from the nearest residences and classrooms.

MITIGATION MEASURE TRANSPORTATION 1 - PEDESTRIAN SAFETY a. For large events, station traffic control personnel at each corner of signalized

school access intersections to direct pedestrians to adhere to the directions provided by the traffic signal system indications and to avoid entering the intersection after the flashing don’t walk indication has begun.

b. During worst case events consider temporarily prohibiting pedestrians in the west Broadstone Parkway crosswalk at the Stockman Circle intersection, as no direct



pedestrian access into the school is available for the southwest corner of the intersection and using this crossing adds pedestrians across the school exit.

c. When the on-site parking lots are filled, post “Parking Lot Full” signs in advance of the school entrances to reduce the amount of additional traffic at the two intersections created by circulating motorists searching for a parking space.

RECOMMENDED TRANSPORTATION MITIGATION MEASURE 2 - PARKING For large events which are expected to have an attendance greater than 3,000 persons, the District shall:

a. As part of advertising and marketing, promotion of carpooling shall be encouraged. This may include dedicating some areas of the campus parking lot for “carpool -4 persons/car or more) only” spaces.

b. Coordinate with the City of Folsom to allow on street parking along Broadstone Parkway for Parking during “worst case” events to encourage full use of parking along Broadstone Parkway. In addition, consideration should be given to closing off Stockman Circle and north Carpenter Hill Road to all but local traffic during “worst case” events. A traffic control plan could be developed with the City of Folsom to preclude visitor vehicular access to the Stockman Circle neighborhood during worst case events, while making access available to residents.

c. Provide Visiting School with Parking Instructions. The visiting school could be provided with information for distribution to their parents noting the relative availability of on-site parking during worst case events, suggesting that Broadstone Parkway is the designated off-site parking area and asking that parents refrain from parking in neighborhoods adjoining the campus.

SOURCES CONSULTED AND INCORPORATED BY REFERENCE

City of Folsom, General Plan, 1993 Update, City of Folsom. City of Folsom, General Plan Update 2035, Existing Conditions Report, Public Review

Draft, April 2014 http://folsom2035.com/documents County of Sacramento General Plan, 2005-2030, adopted by the Board of Supervisors

of the County of Sacramento, November 9, 2011. Sacramento, CA. Final Environmental Impact Report for the County of Sacramento General Plan, 2005-

2030, certified November 9, 2011. Sacramento, CA. Sacramento Metropolitan Air Quality Management District, Guide to Air Quality

Assessment in Sacramento County, December 2009 as revised June 2015, Sacramento, CA.

California Governor’s Office of Planning and Research. 2003. Guidelines for the Preparation and Content of the Noise Element of the General Plan.

Traffic Impact Study for Vista del Lago High School Stadium Project, prepared for the Folsom Cordova Unified High School District, prepared by KD Anderson & Associates, August 3, 2015.

Environmental Noise Analysis Vista del Lago High School Stadium Improvements –Folsom, California prepared for the Folsom Cordova Unified High School District, prepared by J.C. Brennan & Associates, Inc., July 24, 2015.

Geological Hazards Evaluation and Geotechnical Investigation for Vista del Lago High School Stadium Bleachers Project, prepared for the Folsom Cordova Unified High School District, prepared by Geocon Consultants, Inc. February 2015.

http://folsom2035.com/documents



Operations and Maintenance Plan prepared for the Folsom Cordova Unified High School District, prepared by Geocon Consultants, Inc. July 2014.

Appendix G: Standard Operating Procedures (SOP) For Naturally Occurring Asbestos Intrusive Work Vista del Lago High School, prepared for the Folsom Cordova Unified High School District, prepared by Geocon Consultants, Inc. July 2014.

TECHNICAL APPENDICES TO THIS DOCUMENT (SEPARATE COVER)

APPENDIX A: Air Quality

Operations and Maintenance Plan prepared for the Folsom Cordova Unified High School District, prepared by Geocon Consultants, Inc. July 2014.

CalEEMod Air Quality Model Results for the Project.

APPENDIX B: Noise

Environmental Noise Analysis Vista del Lago High School Stadium Improvements –Folsom, California prepared for the Folsom Cordova Unified High School District, prepared by j.c. brennan & sssociates, Inc, July 24, 2015.

APPENDIX C: Transportation

Traffic Impact Study for Vista del Lago High School Stadium Project, prepared for the Folsom Cordova Unified High School District, prepared by KD Anderson & Associates, August 3, 2015.



Attachment 1:

CEQA CHECKLIST

I. AESTHETICS

Would the project:

Potentially Significant

Impact

Less-than-Significant

with Mitigation


Impact

No Impact

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

X

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

X

c) Substantially degrade the existing visual character or quality of the site and its surroundings?

X

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

X

ENVIRONMENTAL SETTING The subject site is located in a low density suburban area of the eastern portion of Sacramento County within the City of Folsom. The site is located on rolling terrain. Vegetation on site is ornamental planting, grass and hardscape. There are no mature trees on the affected portion of the site where the proposed stadium bleachers are to be located. ASSESSMENT AND FINDINGS I a) Views, Vistas and Visual Resources

From the site, there are relatively few vista points since a rolling berm along Broadstone Parkway to the north of the site shields the school; thus, the school site is located in a “bowl” below Caversham Way. From the softball fields on the eastern portion of the site, some views of a vacant park site may be possible. The proposed stadium bleachers will be visible from some standpoints on the site and would represent a typical view to be expected on a high school campus. From Caversham Way the bleachers would be lower than the bluff on which Caversham Way is located, and as such, views from the homes on Caversham Way would not be affected by the placement or height of the bleachers. Similarly, the proposed field house at will not block any views into the site or any substantial views on site. Since there will be no obstruction of any significant views or visual resources, impacts are considered less-than-significant.



I b) Visual Character The proposed project will include new stadium bleachers to the north and south of the existing stadium, and a new field house and restrooms to the west of the existing stadium. The field house is designed to be compatible with design and materials of the existing campus buildings which were developed in 2007. The elevations and general architectural style and materials of the proposed project do not conflict with the existing school buildings on site or the surrounding neighborhood. Impacts to visual character are less-than-significant. I c) Scenic Resources There are no scenic highways designated within the District boundaries. The nearest roadway designation as a Scenic Highway by the State Department of Transportation (CalTrans) is Highway 160 which generally follows the Sacramento River corridor located several miles to the south and west of the site. There are no unusual rock outcroppings on the subject site which would be affected by the project. Therefore, it no impact to scenic resources is anticipated. I d) Light and Glare No new stadium lighting is proposed since stadium lights were previously installed as part of the high school’s overall construction plan. Thus, no significant change in night lighting would occur and lighting at night would be similar to that experienced when events are currently held in the stadium. The proposed Field House will include some windows which will have low reflectivity glazing and are not anticipated to create glare. The proposed press box will similarly have glazing with roll down shutters which will minimize glare during the day time when the press box will not be in use. Impacts related to light and glare are less-than-significant.



II. AGRICULTURAL AND FORESTRY RESOURCES

Would the project:


Impact


with Mitigation


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 nonagricultural use?

X

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

X

c) Conflict with existing zoning for, or cause rezoning of, forest land (as defined in Public Resources Code section 12220(g)), timberland (as defined by Public Resources Code section 4526), or timberland zoned Timberland Production (as defined by Government Code section 51104(g))?

X

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

X

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?

X



ENVIRONMENTAL SETTING The California Farmland Mapping and Monitoring Program (CFMMP) of the California Resources Agency is used to identify, map and monitor important agricultural lands in the State. For purposes of CEQA, the California Department of Conservation Farmland Monitoring and Mapping Program (FMMP) is typically used to identify the agricultural value of the land. The categories used in FMMP are briefly described in Table 1. There are relatively few areas within developed areas of the Sacramento County which are identified by CFMMP as areas of Prime, Unique or Important Farmlands by the FMMP.

TABLE 1: CALIFORNIA FARMLAND MONITORING AND MAPPING PROGRAM DESIGNATIONS

P Prime Farmland: Land which has the best combination of physical and chemical characteristics for the production of crops. It has the soil quality, growing season, and moisture supply needed to produce sustained high yields of crops when treated and managed, including water management, according to current farming methods. Prime farmlands must have been in production of irrigated crops at some time during the update cycles prior to the mapping date.

G Grazing Lands: This is land on which the existing vegetation, whether grown naturally or through management, is suitable for grazing or browsing of livestock. The minimum mapping unit is 40 acres.

S Farmland of Statewide Importance: Farmland of Statewide Importance is similar to Prime Farmland but with minor shortcomings, such as greater slopes or less ability to hold and store moisture. Lands of Statewide Importance must have been in production of irrigated crops at some time during the update cycles prior to the mapping date.

D Urban and Built-up Lands: This includes lands used for residential, industrial, commercial, construction, institutional, public administrative purposes, railroad yards, cemeteries, airports, golf courses, sanitary landfills, sewage treatment plants, water control structures and other development purposes. The building density for residential must be at least 1 structure per 1.5 acres. Vacant nonagricultural land surrounded by all sides by urban development and which is less than 40 acres in size is considered urban and built-up land.

U Unique Farmland: This is land of lesser quality soils used for the production of specific high economic value crops (as listed in the California Department of Food and Agriculture California Agriculture publication) at some time during the update cycles prior to the mapping date. Examples of Unique Farmlands include oranges, olives, avocados, rice, grapes, and cut flowers.

X Other Land: This includes lands such as rural development which is less than 1 structure per 1.5 acres; brush, timberlands, wetlands and other lands not suitable for livestock grazing; vacant nonagricultural lands greater than 40 acres in size and surrounded on all sides by urban development, strip mines, borrow pits, large bodies of water over 40 acres, and other rural land uses.

L Farmland of Local Importance: These are farmlands of importance to the local agricultural economy as determined by each County=s board of supervisors and local advisory committees



ASSESSMENT AND FINDINGS II a) Prime Agricultural Lands There are no lands designated as Prime Farmlands and Farmlands of Statewide Importance shown on the CFMMP map in the vicinity of the site. The subject site is currently designated “Urban and Built-Up Lands” on the CFMMP map. Adjacent to the site, properties such as the proposed park site located to the east are designated potential “grazing lands”; however, the proposed project would not directly or indirectly affect these lands. As such, the proposed project is estimated to have a no impact on Prime Farmlands and Farmlands of Statewide Importance. II b) Agricultural Zoning and the Williamson Act

The subject site is designated as “A-1-A” Special Planning District (which refers to Agricultural within a Special Planning District) under the City of Folsom Zoning Ordinance. On the Folsom General Plan the site is designated “School”. Although the site retains a zoning for “agriculture” the site has been in continuous use as a high school since 2007, and the entire site has been committed to school use. Thus, the proposed stadium seating and field house are not judged to be in conflict with the any agricultural use. The site is not under a Williamson Act contract nor has it been in agricultural production for more than a decade. Therefore, the project will have no impact related to conversion of lands designated under the Williamson Act or zoned to preserve agriculture. II c) Conflict with Farmland or Forestry Zoning The project is not located on or adjacent to active farmlands or any lands designated for agriculture on the General. The proposed actions will not convert any existing cultivated farmlands to other uses. Therefore, the project has a less than significant impact and will not cause the conversion of farmlands. II d) Result in Conversion of Forest Lands to Other Uses The project is not located on or adjacent to forest land (as defined in Public Resources Code section 12220(g)), timberland (as defined by Public Resources Code section 4526), or timberland zoned Timberland Production (as defined by Government Code section 51104(g)). Therefore, the project will not result in the conversion of forest lands to other uses. II e) Other Environmental Impacts to Agricultural Lands or Forestry Lands

The proposed project is not located in the vicinity of either farmlands or forestry lands and as such no other impacts to such lands are expected from the project.



III. AIR QUALITY Would the project:


Impact


with Mitigation


Impact

No Impact

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

X

b) Violate any air quality standard or contribute substantially to an existing or projected air quality violation?

X

c) 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 (including releasing emissions which exceed quantitative thresholds for ozone precursors)?

X

d) Expose sensitive receptors to substantial pollutant concentrations?

X

e) Create objectionable odors affecting a substantial number of people?

X

ENVIRONMENTAL AND REGULATORY SETTING The project site lies within the urbanized area of Sacramento in the Sacramento Valley Air Basin (SVAB), and is subject to federal, state, and local air quality regulations. Both federal and State Ambient Air Quality Standards (AAQS) have been established for criteria air pollutants, with the California AAQS (CAAQS) being more stringent than federal AAQS. While federal and State standards are set to protect public health, adverse health effects still result from air pollution. The project site is located within the SVAB; the SVAB is designated as nonattainment for federal and state ozone (O3) standards. In 2015, the Sacramento County portion of the SVAB was designated federal attainment area for PM10 (24 hour) by the U.S. EPA. The area remains non-attainment or unclassified for PM10 and PM2.5 under the State of California air quality standards. Thus, for Sacramento County, the criteria pollutants of greatest concern are ozone precursors which include reactive organic gases and nitrogen oxides. Particulate matter is also of concern under the more stringent State of California standards.



Ozone The concentration of ground level ozone, commonly referred to as smog, is greatest on warm, windless, sunny days. Ozone is not emitted directly into the air, but forms through a complex series of chemical reactions between two directly emitted ozone precursors – reactive organic gases (ROG) and nitrogen oxides (NOx). These reactions occur over time in the presence of sunlight. The principal sources of the ozone precursors (ROG and NOx) are the combustion of fuels and the evaporation of solvents, paints, and fuels. As a cumulative result of Sacramento regional development patterns, however, motor vehicles produce the majority of ozone precursor emissions. In fact, over 70% of the NOx produced in the region is from motor vehicles. Recognizing the health impacts of day-long ozone exposure, the EPA promulgated an 8-hour standard for ozone in 1997 as a successor to the 1-hour standard. Particulates Airborne dust contains fine particulate matter (PM10 and PM 2.5) includes a wide range of solid or liquid particles, such as smoke, dust, aerosols and metallic oxides. PM10 (particles with aerodynamic diameters less than 10 microns) can remain in the atmosphere for up to seven days before it is removed from rainout, washout, and gravitational settling. The level of fine particulate matter in the air is a public health concern because PM10 can bypass the body’s natural filtration system more easily than larger particles, and can lodge deep in the lungs. The health effects vary depending on a variety of factors, including the type and size of particles. Research has demonstrated a correlation between high PM10 concentrations and increased mortality rates. Elevated PM10 concentrations can also aggravate chronic respiratory illnesses such as bronchitis and asthma. As noted above, Sacramento County was recently (2015) designated an attainment area for PM10 24 hour standard. The area however, does not meet state air quality particulate standards. Carbon Monoxide (CO) CO is an odorless, colorless gas that is formed by the incomplete combustion of fuels. Motor vehicle emissions are the dominant source of CO in the Sacramento region. At high concentrations, CO reduces the oxygen-carrying capacity of the blood and can cause dizziness, headaches, unconsciousness, and even death. CO can also aggravate cardiovascular disease. CO emissions and ambient concentrations have decreased significantly in recent years. These improvements are due largely to the introduction of cleaner burning motor vehicles and motor vehicle fuels. The Sacramento region has attained the State and federal CO standard. The records from the region’s monitoring stations show that the CO standard has not been exceeded since 1999. Toxic Air Contaminants (Asbestos) Under the Clean Air Act, toxic air contaminants (TACs) are airborne pollutants that may be expected to result in an increase in mortality or serious illness or which may pose a present or potential hazard to human health. Portions of eastern Sacramento County have areas of Naturally Occurring Asbestos (NOA) embedded in the soil. According to Special Report 192: Relative Likelihood for the Presence of Naturally Occurring Asbestos in Eastern Sacramento County, California (2006), prepared by the California Department of Conservation’s California Geological Survey (CGS), the site is located in an area with moderate likelihood for the presence of NOA. Wallace Kuhl associates prepared a Geologic Investigation of the site as part of the initial planning and construction of the



high school and NOA was identified on the Vista del Lago site. As such, substantial study of the site has occurred over the years as part of the initial construction of the school and in preparation for the proposed improvements. In July 2014, GeoCon Consultants prepared an Updated Operations and Maintenance Plan for the Vista del Lago school site outlining measures to reduce and or abate asbestos risks during construction and maintenance activities. In February 2015, GeoCon prepared a detailed geological investigation specifically for the Stadium Bleachers project and determined that proper adherence to the 2014 Updated Operations and Maintenance Plan would reduce asbestos health risks. STANDARDS OF SIGNIFICANCE In accordance with the Sacramento Metropolitan Air Quality Management District’s (SMAQMD) Guide to Air Quality Assessment in Sacramento County (December 2009, as updated through June 2015) a significant air quality impact may occur if:

h. Ozone Precusors: The project will increase nitrogen oxide (NOx) levels above 85 pounds per day for short term construction effects or 65 pounds per day for operational phases of the project.; and/or if the project increases reactive organic gases (ROG) above 65 pounds per day for long-term effects (operation of the project).

i. Particulate Matter: The project will increase PM 10 levels above 80 pounds per day or PM 2.5 levels above 82 pounds per day after all available best management practices are employed during construction and operation of the project.

ASSESSMENT AND FINDINGS

III a) and b) Air Quality Standards In accordance with SMAQMD procedures, the CalEEMod Air Quality Model version 2013.2.2 was used to model both operational and construction period emissions. For this project, stadium seating of 3,200 persons was assumed, and the construction of a 5,600 recreational building (the field house). The model included demolition of existing hardscape, repaving, and the construction of new facilities including application of architectural coatings. Short Term, Construction Period Emissions. The CalEEMod assumed the construction of a 5,600 square foot field house (recreational building) and site preparation, grading and paving of the site (an area of approximately 0.75 acres). Based on the CalEEMod result the project does not exceed the SMAQMD’s Thresholds of Significance for construction period emissions which are that 1) the project will increase nitrogen oxide levels above 85 pounds per day for short term construction effects or 2) the project will increase particulate matter levels above 80 pounds per day after required dust control mitigation measures are applied.



TABLE 2: CONSTRUCTION PERIOD EMISSIONS (UNMITIGATED) (CalEEMod v. 2013.2.2)

Emission Pounds Per Day ROG NOx PM10 Total

(all sources)

PM 2.5

(all sources)

2015 Winter 15.94 31.96 7.26 4.26

2015 Summer 15.94 31.65 7.26 4.26

Threshold N/A 86 80 82

Exceed Threshold No No No No

Although the project does not exceed the PM10 or PM2.5 thresholds, the project site is located near sensitive receptors which include residential areas and school facilities. As such, in accordance with Air District Rule 403, the following mitigation measure to control fugitive dust should be applied to the project: MITIGATION MEASURE AIR 1: Reduce construction period dust during construction period by the following procedures to be adhered to by the construction contractor(s) in accordance with Air District Rule 403:

a. Water all exposed surfaces two times daily. Exposed surfaces include, but are not limited to soil piles, graded areas, unpaved parking areas, staging areas, and access roads.

b. Cover or maintain at least two feet of free board space on haul trucks transporting soil, sand, or other loose material on the site. Any haul trucks that would be traveling along freeways or major roadways should be covered.

c. Use wet power vacuum street sweepers to remove any visible trackout mud or dirt onto adjacent public roads at least once a day. Use of dry power sweeping is prohibited.

d. Limit vehicle speeds on unpaved roads to 15 miles per hour (mph). e. All roadways, driveways, sidewalks, parking lots to be paved should be completed as

soon as possible. In addition, building pads should be laid as soon as possible after grading unless seeding or soil binders are used.

f. Minimize idling time either by shutting equipment off when not in use or reducing the time of idling to 5 minutes [required by California Code of Regulations, Title 13, sections 2449(d)(3) and 2485]. Provide clear signage that posts this requirement for workers at the entrances to the site.

g. The District shall ensure these measures are included in the construction specifications. Long Term Operational Emissions. Long term emissions relate to air quality emissions from the operation of a project. In this case, emissions will vary depending on the nature of the event. It is estimated that only a few times a year (for graduation and for varsity home games) that the seating capacity of 3200 persons would be used. A traffic study was completed for the project which projected the trip generation and traffic effects of a standard event of 1,500 persons and a worse case event of 3,500 persons (example: graduation ceremony or major football competition). The traffic study found that under both event scenarios, traffic would not exceed level of service criteria adopted for the roadway system of the City of Folsom. Operational emissions from the project were also modeled using the CalEEMod air quality modeling program. The results of the model run indicate that with operation of the project the NOx emissions



(unmitigated) from all sources (area, mobile and energy) would be less than 10 pounds per day and substantially less than the threshold of significance of 65 pounds per day. Similarly, ROG emissions are substantially less than the 65 pound per day threshold. Operational air quality impacts from the proposed project are considered less-than-significant.

TABLE 3: OPERATIONAL EMISSIONS (UNMITIGATED) (CalEEMod v. 2013.2.2)

Emission Pounds Per Day

ROG NOx PM10 Total

(all sources)

PM 2.5

(all sources)

2015 Winter 0.15 0.056 4.23 4.23

2015 Summer 0.15 0.056 4.23 4.23

Threshold 65 65 80 82

Exceed Threshold No No No No

III c) Cumulative Air Quality Impacts The SMAQMD Guide to Air Quality Assessment In Sacramento County (December 2009, as updated through June 2015) states that “if a project’s emissions would be less than these levels, the project would not be expected to result in a cumulatively considerable contribution to the significant cumulative impact.” Based on the CalEEMod model results for the project, the project will not exceed this threshold. Therefore, the project’s very minor air quality impacts would not be cumulatively considerable. III d) Exposure to Substantial Pollutant Concentrations The site is located in an area with known Naturally Occurring Asbestos (NOA). As such, construction and operation activities if not properly managed may result in the release of air-borne or friable asbestos which is consider a Toxic Air Contaminant (TAC) and if released in sufficient concentration may pose significant respiratory and lung risks. This is a potentially significant impact. In order to reduce this impact to a less than significant level, the following mitigation is required:

MITIGATION MEASURE AIR 2: All ground disturbing site preparation and construction activities, and all maintenance and operation activities shall adhere to all measures included in the 2014 updated Operations and Maintenance Plan for Vista del Lago site (APPENDIX A). This plan outlines specific mitigation measures to reduce possible releases of naturally occurring asbestos, the training of workers on site, and the methods of inspection to ensure compliance. This measure shall be included in the construction plans and specifications.

III e) Odors The proposed project does not include any activities such that would result in objectionable odors. As such, no odor impacts are anticipated.



IV. BIOLOGICAL RESOURCES Would the project:


Impact


with Mitigation


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 Game or U.S. Fish and Wildlife Service?

X

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

X

c) Have a substantial adverse effect on federally protected wetlands as defined by Section 404 of the Clean Water Act (including, but not limited to, marsh, vernal pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means?

X

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?

X

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

X

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?

X



ENVIRONMENTAL SETTING Vegetative Communities and Habitats. Vista del Lago High School site is an existing school site, located in an area low density suburban area of the City of Folsom. As such, vegetation is largely turf and ornamental species. To the east of the school site is a vacant site owned by the City of Folsom and proposed as a park site. This site is of gently rolling terrain and includes non-native grasslands and a pond along which some riparian habitat has established. The non-native annual grassland habitat located east of the site can support common rodents such as the pocket gopher and meadow mouse, and common reptiles such as the western fence lizard, and king, gopher, and garter snakes. Resident and migratory birds such as sparrows, meadow lark and western kingbird are known from valley grassland habitat. Wide ranging raptors such as the red-tailed hawk, red shouldered hawk, northern harrier, and white-tailed kite may forage grassland habitat in the region. On the shores of the pond, some riparian vegetation has established. Other riparian overstory species observed include Fremont cottonwood (Populus fremontii), sandbar and other willows (Salix spp.), box elder (Acer negundo), and non-native tree of heaven (Ailanthus altissima). Understory vegetation observed was primarily composed of blackberry thickets (Rubus sp.) and curly dock. The portion of the school site where the proposed project will be located is currently an area of developed hardscape. There are no trees within the footprint of the proposed project. Sensitive Biological Resource Areas. There are no known sensitive biological areas or sensitive habitat on the Vista del Lago School site. STANDARDS OF SIGNIFICANCE The impact of the project on biological resources was evaluated in terms of mandatory findings of significance at Section 15065 of CEQA and Appendix G of the State CEQA Guidelines. Impacts on biological resources are considered significant if the proposed project would:

create a potential health hazard, or involve the use, production or disposal of materials that pose a hazard to plant or animal populations in the affected area;

result in substantial degradation of the quality of the environment or reduction of habitat or population below self-sustaining levels of threatened or endangered species of plant or animal; or

affect other species of special concern to agencies or natural resource organizations (such as regulatory waters and wetlands);

ASSESSMENT AND FINDINGS IV a) Special-Status Species Special-status species are plants and animals that, because of their recognized rarity or vulnerability to various causes of habitat loss or population decline, are recognized in some fashion by federal, state, or other agencies as deserving special consideration. Since the school site is an

existing developed area there is not anticipated to be habitat for special status species on the site. The area of the proposed stadium seating and field house is currently hard scape and there are no trees



or vegetation in the footprint of the proposed project. There are no mature trees or sensitive habitat noted on the site. The nearest natural open space is a vacant, undeveloped park site owned by the City of Folsom and located to the east of the school site and approximately 0.25 miles from the stadium. The proposed project is not anticipated to have any direct or indirect impacts on the park site. Impacts to special status species are considered less-than-significant. IV b) Riparian Habitat or other Sensitive Natural Communities

The nearest significant riparian corridor to the site is the American River Corridor on which Folsom Lake and Lake Natoma are located. Lake Natoma is located approximately 4.6 miles to the west of the site. Folsom Lake is located 3.29 miles to the north of the site. Neither of these waters would be directly or indirectly affected by the project.

IV c) Jurisdictional Waters and Wetlands Lake Natoma located 4.6 miles east of the site and Folsom Lake located north of the site are the nearest known jurisdictional waters of the United States in the project vicinity. Wetlands including vernal pool complexes are known to occur in Western Sacramento County. There are no vernal pools on the school site which would be affected by the project. As noted above, the affected portion of the site is currently hardscape and part of an existing developed school campus. Since there is no evidence that wetlands or vernal pools are on the site, impacts are less-than-significant. IV d) Native Resident or Migratory Fish or Nursery Sites There are no fisheries or nursery sites on or adjacent to the site which would be affected by the project. No impacts are anticipated. V e) Conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance The proposed project would not conflict with any local policies protecting biological resources. No trees would be removed as part of the project. Therefore, no impacts are anticipated. IV f) Habitat Conservation Plans There is no approved Habitat Conservation Plan (HCP) or other conservation plans that cover the affected school site. The South Sacramento County Habitat Conservation Plan covers major unincorporated areas of Sacramento County south of US 50 and does not address the City of Folsom. The proposed project therefore, does not conflict with any adopted or proposed Habitat Conservation Plan. CONCLUSION: The proposed action will have less-than-significant impact on biological resources.



V. CULTURAL RESOURCES

Would the project:


Impact


with Mitigation


Impact

No Impact

a) Cause a substantial adverse change in the significance of a historical resource as defined in §15064.5?

X

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

X

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

X

d) Disturb any human remains, including those interred outside of formal cemeteries?

X

ENVIRONMENTAL SETTING The project site is located in the eastern portion of City of Folsom in the recently developed area of Empire Ranch. The Prehistory and History Sections which follow are based on the City of Folsom General Plan Background Report Chapter 6, Open Space and Natural Resources, April 2014, City of Folsom. Prehistory At the time of the gold rush, the project area was occupied by the Nisenan Indians. The Nisenan peoples occupied the drainages of the Yuba, Bear, and the American Rivers from the Sacramento River on the west to the summit of the Sierra in the east. The Foothill and Hill Nisenan peoples were distinctive from the Valley Nisenan and were loosely organized into tribelets or districts with large central villages, surrounded by smaller villages. These are often referred to as winter villages by older Indians. The Nisenan (also referred to as Southern Maidu) inhabited the Folsom Area prior to large-scale European and Euroamerican settlement of the surrounding area. The basic subsistence strategy of the Nisenan was seasonally mobile hunting and gathering. Acorns, the primary staple of the Nisenan diet, were gathered in the valley along with seeds, buckeye, salmon, insects, and a wide variety of other plants and animals. During the warmer months, people moved to mountainous areas to hunt and collect food resources, such as pine nuts. Bedrock and portable mortars and pestles were used to process acorns. Nisenan settlement patterns were oriented to major river drainages and tributaries. In the foothills and lower Sierra Nevada, Nisenan located their villages in large flats or ridges near major streams. These villages tended to be smaller than the villages in the valley. Early Nisenan contact with Europeans appears to have been limited to the southern reaches of their territory. Spanish expeditions intruded into Nisenan territory in the early 1800s. In the two or three years following the gold discovery, Nisenan territory was overrun by immigrants from all over the



world. Gold seekers and the settlements that sprang up to support them were nearly fatal to the native inhabitants. Survivors worked as wage laborers and domestic help and lived on the edges of foothill towns. (Source: Folsom General Plan Background Report Chapter 6, Open Space and

Natural Resources, April 2014, City of Folsom)

History The City of Folsom is located in Sacramento County, one of the original 27 counties created when California became a state in 1850. During the early 1800s, hunters and trappers including Jedediah Smith and a group of Hudson’s Bay Company trappers entered present day Sacramento County. Smith set up camp in the present day Folsom area in 1827, leading the way for other trappers who arrived in the region during the 1830s where they hunted beavers along the American River. In 1848, gold discovery in Coloma brought an influx of gold seekers to the Sacramento area. Within a few years, gold mines in the area were largely depleted and many miners then turned to railroad and agricultural work for sustenance. As the Sacramento Valley Railroad completed its 22-mile railroad connecting the city of Sacramento to Folsom (1856), the mining camp saw a dwindling population. Changes to local industry, including mining and agriculture, led to a rising population in the Sacramento Valley. As the agricultural industry grew in Sacramento County, the Folsom area saw a modest increase in agriculture. In the early 1900s irrigation was introduced and farmers in the Folsom area began producing nuts, wine grapes, and other orchard fruits. By the early 20th century, Sacramento County served as a major agricultural hub. Agriculture replaced mining and cattle ranching as the Central Valley’s most profitable industry. With the introduction of railroads and roadways, in the late 19th century Folsom experienced a surge of residential and infrastructure development. The State of California chose Folsom as the ideal site for a prison, and by 1880 Folsom State Prison (FSP) opened its gates to its first inmates. State engineers finished construction on the city’s historic truss bridge in 1893 to transport people and livestock across the American River. Folsom’s Chamber of Commerce filed incorporation papers with the Secretary of State in 1946, officially establishing Folsom as a city. During the late 20th century, Folsom experienced continual residential and community growth. (Source: Folsom General Plan Background Report Chapter 6, Open Space and Natural Resources, April 2014, City of Folsom) The site was part of the Russell Ranch, a large cattle ranch operation operated by Union Calvary General D. A. Russell and his offspring. In the 1950’s and 1960’s, the Russell Ranch was known as one of the largest cattle operations in the United States. With urbanization of the City of Folsom, the Russell cattle operation was subsequently moved to Illinois. The school site and vicinity was purchased and renamed the Empire Ranch and subsequently developed under a Specific Plan. The school was developed on the site in 2007. Historic Resources and Landmarks Structures on the Vista del Lago High School site were constructed within the last decade and are not considered to be historic resources or landmarks. Thresholds of Significance The California Environmental Quality Act (CEQA) Guidelines Appendix G identifies examples of a significant effect on historic or cultural resources and states that a project will normally have a significant effect if it will:



Cause a substantial adverse change in the significance of a historical resource as defined in Section 15064.5.

Cause a substantial adverse change in the significance of an archaeological resource pursuant to Section 15064.5.

Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature.

Disturb any human remains, including those interred outside of formal cemeteries. Section 15064.5 defines a significant adverse effect to include any activity which would: (1) Create a substantially adverse change in the significance of an historical resource including physical demolition, destruction, relocation, or alteration of the resource or its immediate surroundings such that the significance of an historical resource would be materially impaired; and/or (2) alter or materially impair the significance of a historical resource. ASSESSMENT AND FINDINGS V a) and b) Historic Resource, Archeological Resources. The subject site is not listed on a local, the State or National Register which lists properties or sites or historic significance. There are no known archeological sites on the site and the site is currently disturbed and developed. Thus, the likelihood of encountering sub-surface cultural materials is remote. Impacts to historic and archeological resources are judged to be less-than-significant. V c) Geological or Paleontological Resources. There are no known geological or paleontological resources in the vicinity of the school site. Impacts to such resources are less-than-significant. V d) Human Remains. Although it is not anticipated that any human remains would be on site (i.e. the area of the site is not a known burial ground) in order to ensure impacts are less-than-significant, the District shall implement Mitigation Measure Cultural 1.

MITIGATION MEASURE CULTURAL 1: If, during construction, human remains are uncovered, work shall be halted or diverted in the immediate area while a qualified archaeologist, coroner, and or Native American representative evaluates the find and makes recommendations pursuant to CEQA Guidelines Section 15064.5(e). This language shall be included in construction documents for the project.

CONCLUSION. With implementation of Mitigation Measures Cultural 1, the project will have a less-than-significant impact on cultural and historic resources.



VI. GEOLOGY AND SOILS Would the project:


Impact


with Mitigation


Impact

No Impact

a) Expose people or structures to potential substantial adverse effects, including the risk of loss, injury, or death involving:

X

i) Rupture of a known earthquake fault, as delineated on the most recent Alquist- Priolo Earthquake Fault Zone 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.

X

ii) Strong seismic ground shaking? X

iii) Seismic-related ground failure, including liquefaction?

X

iv) Landslides? X

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

X

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?

X

d) Be located on expansive soil, as defined in Table l8-1-B of the Uniform Building Code (l994), creating substantial risks to life or property?

X

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

X



ENVIRONMENTAL SETTING Geology and Topography The subject area is located in East Sacramento County in part of the Great Valley of California. The Great Valley is a flat alluvial plain approximately 50 miles wide and 400 miles long in the central portion of California. Its northern part is the Sacramento Valley drained by the Sacramento River, and its southern part is the San Joaquin Valley drained by the San Joaquin River. It is surrounded by the Sierra Nevada to the east, the Tehachapi Mountains to the south, Coastal Range to the west, and Cascade Range to the north. The school site is relatively flat and level due to mass grading and construction activities. Prior to mass grading, the topographic high at the site was 670 feet above mean sea level (msl) and the topographic low was 555 feet above msl. (Source: Final Removal Action Completion Report, Vista del Lago High School, Wallace Kuhl Associates, 2008). The school site is bound to the west and south by hills that have been developed with a subdivision and to the east by land that is graded for a proposed park. The hillside bordering the site to the south and west slopes toward the site at an approximate 2:1 horizontal to vertical slope. Earthquake Faults and Seismicity The only “active” fault in the Sacramento area is the Dunnigan Hills fault, located northwest of Woodland. This fault has shown activity in the last 11,000 years but not in the past 200 years. The West Branch of the Bear Mountain fault is located approximately five miles northeast of the city limits. The CDMG classifies this fault as Late Quaternary, with movement sometime in the last 700,000 years, but not in the last 11,000 years. The Bear Mountain fault is part of the Foothills fault system, which is 360 miles long and has a slip rate of 0.05 mm per year, +/-0.03 mm, with a maximum magnitude of 6.5. In comparison the San Andres Fault has a slip rate ranging from 17 to 34 mm per year, depending on location. 1 The eastern edge of Folsom is the location of the inactive Mormon Island Fault, which extends in the city for around two miles before crossing into El Dorado County. The fault zone was evaluated for earthquake activity in 1983 and it was concluded that it has not undergone displacement during the last 65,000 to 70,000 years at minimum, and probably has not been the locus of large displacements since the late Mesozoic. The City of Folsom and its proposed Planning Area are not located in an Alquist-Priolo Earthquake Fault Zone. The USGS/CGS Probabilistic Seismic Hazards Assessment (PSHA) Model, revised in April 2003, places Folsom in the second lowest category for seismic shaking potential out of nine zones. This category of ground shaking, would equate to a maximum VI intensity earthquake on the Mercalli scale, with strong perceived shaking and light potential damage. The severity of an earthquake generally is expressed in two ways—magnitude and intensity. Magnitude quantitatively measures the strength of an earthquake and the amount of energy released by it. Earthquake intensity in a given locality is typically measured using the Modified Mercalli Intensity (MMI) scale with values of this scale ranging from I to XII. The table below identifies the level of intensity according to the MMI scale and describes that intensity with respect to how it would be received or sensed by its receptors. While an earthquake has only

1 Data from California Geological Survey, Revised 2002 California Seismic Shaking Analysis, Appendix A. http://www.conservation.ca.gov/cgs/rghm/psha/Pages/index.aspx.

http://www.conservation.ca.gov/cgs/rghm/psha/Pages/index.aspx



one magnitude, it can have many intensities which typically decrease with distance from the epicenter.

TABLE 4: MODIFIED MERCALLI INTENSITY SCALE Intensity Description

I Detected by only sensitive instruments

II Felt by a few people at rest

III Felt noticeably indoors, but not always recognized as a quake; vibration like a passing truck

IV Felt indoors by many and outdoors by few

V Felt by most people. Some breakage of windows, dishes, and plaster

VI Felt by all; falling plaster and chimneys; damage small

VII Damage to buildings varies; depends on quality of construction

VIII Walls, monuments, chimneys fall; panel walls thrown out of frames

IX Buildings shift off foundations; foundations crack; ground cracks;

X Most masonry and frame structures destroyed; ground cracks; landslides

XI Ground fissures; pipes break; landslides; rails bent; new structures remain standing

XII Damage total; waves seen on ground surface; objects thrown into the air

Seismic ground-shaking hazard for the project area is relatively low, ranking among the lowest in the state. Due to the low probability of groundshaking affecting the project area, the possibility of seismic-induced ground failure is remote.

Liquefaction occurs where surface soils, generally alluvial soils, become saturated with water and become mobile during ground-shaking caused by a seismic event. When these soils move, the foundations of structures move as well which can cause structural damage. Liquefaction generally occurs below the water table, but can move upward through soils after it has developed.

ASSESSMENT AND FINDINGS

VI a) Seismic Risks Known Faults or Severe Seismic Shaking. According to the current California Department of Mines and Geology (CDMG) Index of Official Maps of Earthquake Fault Zones (1999), the school site is not located on or near a designated active fault zone; and the site is not located in or near any designated Alquist-Priolo Earthquake Fault Zone. Based on these data, surface rupture is not expected to occur during the life of the proposed school. Seismic risks on the site are considered less-than-significant. The site may be subject to seismic ground shaking during future earthquakes, as with most of California. However, all buildings and any modifications to the buildings must be constructed according to standard California Uniform Building Code. Since structures on the site will be built in compliance with UBC impacts from seismic ground shaking will be a less-than-significant impact Liquefaction Potential and Seismically Induced Landslides. In February 2015, GeoCon completed a Geologic Hazards and Geotechnical Investigation for the Vista del Lago High School



Football Stadium Bleachers project. The evaluation included review of available published geologic information, and soils testing. The Geologic Hazards Report did not identify any geologic hazards that would preclude the development of the project or which would pose undue seismic risks. Potential impacts are considered less-than-significant. VI b) Soil Erosion VI c) and d) Unstable Soils or Geological Conditions and Expansive Soils

The site is underlain by the Copper Hill Volcanic Formation. The soils on site are derived from the underlying Copper Hill Volcanics, which is the result of continental accretion along an ancient subduction zone, now represented by the Bear Mountains Fault to the east. Some of these rocks have been metamorphosed in varying degrees to amphibolite schist, which can be described as rock with a finely laminated texture resulting from pressure and heat and is dominated by amphibole minerals such as hornblende. Shearing associated with the Bear Mountains Fault may have provided a pathway for fluids, causing hydrothermal alteration of the volcanic rocks and formation of actinolite. Actinolite is a naturally occurring asbestos material (NOA). (For assessment of NOA impacts see Air Quality and Hazards Chapters). A Geotechnical Engineering Report was prepared by GeoCon Engineers (2015) for the proposed project which included any specific recommendations to engineer soils for stability. No highly expansive soils were identified. Construction activities can result in the exposure of soil to wind and water and result in soil erosion. The proposed project includes an erosion control plan to reduce erosion and run-off. With implementation of the recommendations included in the 2015 Geotechnical Report for the project and the erosion control plan prepared for the project, impacts are considered to be less-than-significant. VI e) Septic Tank Risks The site is served by the public sewers and therefore, there is no risk of septic tank failure. CONCLUSION. The project is expected to have a have a less-than-significant impact on soils and geology.



VII. GREENHOUSE GAS EMISSIONS Would the project:


Impact


with Mitigation


Impact

No Impact

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

X

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

X

ENVIRONMENTAL SETTING Climate change is a global problem. Greenhouse Gases (GHGs) are global pollutants. Whereas other pollutants with localized air quality effects have relatively short atmospheric lifetimes (about 1 day), GHGs have long atmospheric lifetimes (1 year to several thousand years). GHGs persist in the atmosphere for long enough time periods to be dispersed around the globe. Similarly, impacts of GHGs are also borne globally. The quantity of GHGs that it takes to ultimately result in climate change is not precisely known; however, it is clear that the quantity is enormous, and no single project alone would measurably contribute to a noticeable incremental change in the global average temperature, or to global, local, or micro climate. Therefore, from the standpoint of CEQA, GHG impacts to global climate change are inherently cumulative. Prominent GHGs of primary concern from land use development projects include carbon dioxide (CO2), methane (CH4), and nitrous oxide (N2O). Other GHGs such as hydrofluorocarbons, chlorofluorocarbons, and sulfur hexafluoride are of less concern because construction and operational activities associated with land use development projects are not likely to generate substantial quantities of these GHGs. These gases trap some amount of solar radiation and the earth’s own radiation, preventing it from passing through earth’s atmosphere and into space. GHG are vital to life on earth; without them, earth would be an icy planet. In excess, GHG gases cause climate change. To quantify GHG, a standard of “CO2- equivalent” or CO2e is used. Carbon dioxide equivalency (CO2e) refers to the amount of mixed GGH’s that would have the same global warming potential when measured over a specified timescale (generally, 100 years). REGULATORY SETTING The Sacramento Metropolitan Air Quality Management District’s (SMAQMD) CEQA Guide to Air Quality Assessments provides an overview of the current regulatory environment related to GHG. These guidelines help support the recent state legislation designed to promote reduction of GHG emissions. Relevant regulations and policy actions include: Executive Order S-3-05. In 2005, Governor Arnold Schwarzenegger signed Executive Order S-3-05 which established greenhouse gas (GHG) emission reduction targets for California, and directs the CAL-EPA to coordinate the oversight of efforts to achieve them. The targets established by Governor Schwarzenegger call for a reduction of GHG emissions to 2000 levels

http://en.wikipedia.org/wiki/Global_warming_potential



by 2010; a reduction of GHG emissions to 1990 levels by 2020; and a reduction of GHG emissions to 80% below 1990 levels by 2050. Assembly Bill 32. In September 2006, Governor Arnold Schwarzenegger signed Assembly Bill (AB) 32, the California Global Warming Solutions Act of 2006. AB 32 establishes regulatory, reporting, and market mechanisms to achieve quantifiable reductions in GHG emissions and a cap on statewide GHG emissions. AB 32 requires that statewide GHG emissions be reduced to 1990 levels by 2020. AB 32 also includes guidance to institute emission reductions in an economically efficient manner and conditions to ensure that businesses and consumers are not unfairly affected by the reductions. AB 32 demonstrates California’s commitment to reducing the rate of GHG emissions and the state’s associated contribution to climate change, without intent to limit population or economic growth. Senate Bill 97. In 2007, Senate Bill (SB) 97 was enacted to amend the CEQA statute in order to establish that GHG emissions and their effects are a prominent environmental issue that requires analysis under CEQA. This bill directs the Office of Planning and Research (OPR) to prepare, develop, and transmit to the California Natural Resources Agency guidelines for the feasible mitigation of GHG emissions or the effects of GHG emissions. The Natural Resources Agency was required to certify or adopt those guidelines by January 1, 2010. On March 18, 2010, the amendments to the state CEQA Guidelines for addressing greenhouse gas emissions, as required by Senate Bill 97 (Chapter 185, 2007) were enacted in order to provide guidance to public agencies regarding the analysis and mitigation of the effects of greenhouse gas emissions in draft CEQA documents Senate Bill 375. In 2008, Senate Bill (SB) 375, was enacted which aligns regional transportation planning efforts, regional GHG reduction targets, and land use and housing allocation. SB 375 requires Metropolitan Planning Organizations (MPOs) to adopt a Sustainable Communities Strategy (SCS) or Alternative Planning Strategy (APS), which will prescribe land use allocation in that MPO’s Regional Transportation Plan (RTP). Executive Order S-13-08. In November 2008, Governor Arnold Schwarzenegger issued Executive Order S-13-08 to enhance the state’s management of climate impacts from sea level rise, increased temperatures, shifting precipitation, and extreme weather events. The Executive Order directs the state agencies to request that the National Academy of Sciences convene an independent panel to complete the first California Sea Level Rise Assessment Report. Executive Order B-30-15. On April 29, 2015, Governor Edmund Brown issued Executive Order B-30-15. Going beyond reductions required by AB 32, Executive Order B-30-15 requires that greenhouse gas emissions in California are reduced by 40 percent below 1990 levels by 2030, and 80 percent below 1990 levels by 2050. THRESHOLDS OF SIGNIFICANCE The SMAQMD provides recommended thresholds of significance for GHG emissions for projects which are located in areas where no Climate Action Plan has been adopted. The project is located in the City of Folsom which is in the process of updating their General Plan to address climate change policies and other issues. Thus, for this analysis the SMAQMD’s recommended thresholds are used which state:



A significant impact would result if the proposed project would result in the emission of GHG gases (CO2e) in excess of 1,100 metric tons per year for either the construction period or operational phase of the project.

ASSESSMENT AND FINDINGS VII a) Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment? As noted above, nearly all uses generate some greenhouse gases. Based on the CalEEMod Air Quality Model results, the proposed project once operational, would generate approximately 36.07 metric tons of CO2 equivalent. This is below the suggested CAPCOA threshold of 900 metric tons (equivalent to 992 tons) per year and below the SMAQMD’s recommended threshold of 1,100 metric tons per year. In either case, the project’s contribution to greenhouse gas emissions is less-than-significant. VII b) Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases? The proposed project is not anticipated to conflict with any policy or regulation adopted for the purposes of GHG emission reduction. As noted above, the City has not adopted a Climate Action Plan, however, it is anticipated that as part of the City of Folsom’s General Plan Update, some climate action policies will be proposed. The proposed project would not conflict with these plans and is supportive of the reduction of greenhouse gas emissions through the inclusion of energy and water efficient building design and appliances. No significant conflict with GHG reduction policies is anticipated.



VIII. HAZARDS AND HAZARDOUS

MATERIALS Would the project:


Impact


with Mitigation


Impact

No Impact

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

X

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?

X

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

X

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?

X

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 for people residing or working in the project area?

X

f) For a project within the vicinity of a private airstrip, would the project result in a safety hazard for people residing or working in the project area?

X

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

X



VIII. HAZARDS AND HAZARDOUS

MATERIALS Would the project:


Impact


with Mitigation


Impact

No Impact

h) Expose people or structures to a significant risk of loss, injury or death involving wildland fires, including where wildlands are adjacent to urbanized areas or where residences are intermixed with wildlands?

X

ENVIRONMENTAL AND REGULATORY SETTING Hazardous materials storage, transportation, removal and clean-up are highly regulated fields. The federal and state governments have enacted laws that require property owners to pay for the clean-up of hazardous material contamination located on, or originating from their land. Because of potential clean up and health-related liabilities from the presence of hazardous material contamination, environmental assessments are routinely performed prior to land sale and development. Summarized below are some of the most significant federal, state and local regulations governing hazardous materials handling.

Federal Hazardous Materials Regulations Comprehensive Environmental Response, Compensation, and Liability Act (CERCLA). CERCLA, commonly referred to as Superfund, was enacted on December 11, 1980. The purpose of CERCLA was to provide authorities the ability to respond to uncontrolled releases of hazardous substances from inactive hazardous waste sites that endanger public health and the environment. CERCLA established prohibitions and requirements concerning closed and abandoned hazardous waste sites, provided for liability of persons responsible for releases of hazardous waste at such sites, and established a trust fund to provide for cleanup when no responsible party could be identified. In addition, CERCLA provided for the revision and republishing of the National Contingency Plan (NCP) that provides the guidelines and procedures needed to respond to releases and threatened releases of hazardous substances, pollutants, or contaminants. The NCP also provides for the National Priorities List (NPL), a list of national priorities among releases or threatened releases throughout the United States for the purpose of taking remedial action.

Resource Conservation and Recovery Act of 1976 (RCRA) as amended by the Solid Waste Disposal Act of 1980 (HSWA), the Hazardous Waste and Solid Waste Amendments of 1984. RCRA is the nation's hazardous waste control law. It defines hazardous waste, provides for a cradle-to-grave tracking system and imposes stringent requirements on treatment, storage and disposal facilities. RCRA requires environmentally sound closure of hazardous waste management units at treatment, storage, and disposal facilities. The U.S. Environmental Protection Agency is the principal agency responsible for the administration of RCRA, SARA, and CERCLA.



State Hazardous Materials Regulations and Agencies

Hazardous Substance Account Act (1984), California Health and Safety Code Section 25300 et seq. (HSAA). This act, known as the California Superfund, has three purposes: 1) to respond to releases of hazardous substances; 2) to compensate for damages caused by such releases; and 3) to pay the state's 10% share in CERCLA cleanups. Contaminated sites that fail to score above a certain threshold level in the Environmental Protection Agency’s (EPA's) ranking system may be placed on the State Superfund list of hazardous wastes requiring cleanup.

The Department of Toxic Substance Control (DTSC) within the California Environmental Protection Agency (Cal/EPA) has regulatory responsibility under 22 CCR for the administration of the state and federal Superfund programs for the management and cleanup of hazardous materials. The enforcement of regulations administered by DTSC has been delegated locally to Sacramento County Environmental Management Department (SCEMD).

The State Water Resources Control Board, acting through the Central Valley Regional Water Quality Control Board (CVRWQCB), regulates surface and groundwater quality pursuant to the Porter-Cologne Water Quality Act, the federal Clean Water Act, and the Underground Tank Law. Under these laws, CVRWQCB is authorized to supervise the cleanup of hazardous wastes sites referred to it by local agencies in those situations where water quality may be affected.

Depending on the nature of contamination, the lead agency responsible for the regulation of hazardous materials at the site can be the DTSC, CVRWQCB, or both. DTSC evaluates contaminated sites to ascertain risks to human health and the environment. Sites can be ranked by DTSC or referred for evaluation by the CVRWQCB. In general, contamination affecting soil and groundwater is handled by CVRWQCB and contamination of soils is handled by DTSC. California Education Code, California Code of Regulations (CCR) Title 5, Section 14010(c) requires that the property line of the school site, even if it is a joint use area, shall be at least the following distances from the edge of power-line easements (unless an analysis is provided that incorporates buffering or shielding of the lines): • 100 feet for a 50- to 133-kilovolt (kV) line • 150 feet for a 220- to 230-kV line • 350 feet for a 500- to 550-kV line The primary concern is electromagnetic fields and their potential health effects on persons using the site. STANDARDS OF SIGNIFICANCE

For the purposes of this document, an impact is considered significant if the proposed project would:

• Expose people (e.g., residents, pedestrians, construction workers) to existing

contaminated soil during construction activities; • Expose people (e.g., residents, pedestrians, construction workers) to asbestos- containing

materials; or



• Expose people (e.g., residents, pedestrians, construction workers) to existing contaminated groundwater during dewatering activities.

• Create substantial risk of a hazardous material spill during construction or operation of

the project.

ASSESSMENT AND FINDINGS VIII a) and b) Hazardous Material Risks and VII d) Hazardous Materials Sites. The site is not listed on the State Department of Toxic Substances Control’s Enviro-store Database2 of hazardous sites and is not located in the vicinity of any known site. A variety of common hazardous materials are typically used at school sites for cleaning, landscape maintenance, instructional activities (such as in science studies), and during construction of proposed facilities. The District does not expect to utilize less common or acutely hazardous materials at the school site on a regular basis. The project is however, located in an area of naturally occurring asbestos (NOA). The project includes an updated Operations and Maintenance Plan for NOA designed to reduce and manage any risk of substantial exposure to NOA during construction and operations. Compliance with this plan is part of Air Quality Mitigation No. 2. With implementation of Air Quality Mitigation No. 2, impacts are estimated to be less-than-significant. VIII c) Emissions Near a School. The project does not involve any land uses or practices which would cause hazardous materials or hazardous emissions on or near a school site. With the exception of bus emissions which emit diesel emissions, there are no identified uses which emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of the affected school sites. There are no high voltage lines which will affect the proposed project or result in new exposure of students and staff to electromagnetic waves. Impacts are less-than-significant. VIII e) and f) Airport Safety. The site is not located adjacent to any public, public use, or private airport. Potential airport hazards are considered to be less-than-significant. VIII g) Emergency Response. The proposed project would not physically interfere with an adopted emergency response plan or emergency evacuation plan. School district staff have prepared an emergency response and evacuation plan for the school site. The District requires all students and staff to practice emergency response and evacuation on a periodic basis to ensure emergency preparedness. Therefore, the project will not impair implementation of or physically interfere with any adopted emergency response plan or emergency evacuation plan. VIII h) Wildlands Fire Risk. Wildland fires can potentially result in substantial property damage and/or loss of life in areas adjacent to wildlands. The project does not include broad areas of open native landscaping and the project includes an emergency vehicle access plan to serve the stadium area. Impacts related to wildland fire risk are estimated to be less-than-significant.

CONCLUSION. With implementation of Mitigation Measures Hazards 1 above, the project will have a less-than-significant impact.

2 This list is compliant with Government Code Section 65962.5



IX. HYDROLOGY AND WATER QUALITY

Would the project:


Impact


with Mitigation


Impact

No Impact

a) Violate any water quality standards or waste discharge requirements?

X

b) Substantially deplete groundwater supplies or interfere substantially with groundwater recharge such that there would be a net deficit in aquifer volume or a lowering of the local groundwater table level (e.g., the production rate of pre-existing nearby wells would drop to a level which would not support existing land uses or planned uses for which permits have been granted)?

X

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

X

d) Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river, or substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or off-site?

X

e) 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?

X

f) Substantially degrade water quality? X



IX. HYDROLOGY AND WATER QUALITY

Would the project:


Impact


with Mitigation


Impact

No Impact

g) Place housing within a 100-year flood hazard area as mapped on a federal Flood Hazard Boundary or Flood Insurance Rate Map or other flood hazard delineation map?

X

h) Place within a 100-year flood hazard area structures which would impede or redirect flood flows?

X

i) Expose people or structures to a significant risk of loss, injury or death involving flooding, including flooding as a result of the failure of a levee or dam?

X

j) Inundation by seiche, tsunami, or mudflow?

X

ENVIRONMENTAL SETTING

Surface Water Resources

The main surface waters in Sacramento County are related to the American and Sacramento River systems. The American River watershed covers approximately 2,100 square miles northeast of Sacramento. The watershed spans portions of three different counties; Sacramento, El Dorado, and Placer. The average annual runoff is approximately 2.7 million acre-feet. In the past, annual runoff has varied from 900,000 acre-feet to 5,000,000 acre-feet. The American River watershed, including all its tributaries, is divided into three major sub-basins, the North Fork American River, the South Fork American River and the Lower Fork American River. The Lower Fork American River sub-basin begins at Folsom Dam and extends 30 miles downstream to the mouth of the American River at the confluence of the Sacramento River. The Lower American Basin contains eight dams and has 380 miles of naturally occurring waterways. The precipitation in the Lower American River basin averages 20.83 inches per year. North of Highway 50, storm drains collect and convey urbanized runoff into Willow Creek, Humbug Creek, Hinkle Creek, Gold Creek, and Alder Creek; all of which drain into the Lower American River. Hinkle Creek and Gold Creek drain the northwestern portion of Folsom north of the American River, while Willow Creek and Humbug Creek drain the southeastern portion of the City. Although Alder Creek only drains a small portion north of Highway 50, it drains most of Folsom, south of Highway 50. (Source: City of Folsom General Plan Update Background Documents, Chapter 6, Section 6.4). Water Quality Potable water is supplied to the site the City of Folsom. The City obtains all of its potable water



supply from the Folsom Reservoir. The City’s current water rights amount to 34,000 acre-feet of raw water per year. Raw water from the Folsom Reservoir is treated at the City treatment plant located on East Natoma Street and Randall Drive. The treatment plant has a nominal capacity of 50 million gallons per day (mgd). Recent annual deliveries from the WTP have been less than half of its annual capacity of approximately 56,000 acre-feet. (Source: City of Folsom General Plan Update Background Documents, Chapter 8, Section 8.6). Groundwater The portions of Folsom south of the American River are located in the South American Sub-basin. The South American Sub-basin has inflows including natural and applied water recharge of 257,168 acre-feet and a net subsurface outflow of 29,676 acre-feet annually. The South American Sub-basin is approximately 248,000 acres, or 388 square miles. Groundwater is typically of calcium magnesium bicarbonate or magnesium calcium bicarbonate. Other minor groundwater types include a sodium calcium bicarbonate or calcium bicarbonate or sodium magnesium bicarbonate near the confluence of the Sacramento and American Rivers. Total Dissolved Solids (TDS) ranges from 24 to 581 mg/L and averages 221 mg/L based on 462 records (DWR 2004). A range of 500 TDS is desired for agricultural uses, any range above that requires slight restrictions on water use. (Source: City of Folsom General Plan Update Background Documents, Chapter 6, Section 6.4). Flood Risks The project site is located outside of both the 100-year and 500-year flood plain as defined by the Federal Emergency Management Agency (FEMA). Given the elevation of the site, major flood risks from surface waters are considered minimal. STANDARDS OF SIGNIFICANCE Water Quality. For purposes of this environmental document, an impact is considered significant if the proposed project would substantially degrade water quality and violate any water quality objectives set by the State Water Resources Control Board, due to increased sediments and other contaminants generated by construction and/or operation activities. Flooding. Substantially increase exposure of people and/or property to the risk of injury and damage in the event of a 100-year flood. ASSESSMENT AND FINDINGS XI a) Water Quality and Waste Water Standards The subject site is served by the City of Folsom for both domestic water and waste water collection. Waste water is routed through interceptors owned by the Sacramento Regional County Sanitation District (SRCSD) to be treated at the Sacramento Regional Wastewater Treatment Plant (SRWTP) located in Elk Grove. The SRWTP has a permitted dry-weather flow design capacity of 181 mgd, which it is expected to exceed after 2030. The SRWTP’s 2020 Master Plan provides for the expansion of the SRWTP capacity to 218 mgd if necessary. Current treatment levels at the SRWTP are estimated to be approximately 169 mgd. The proposed field house will include new restroom facilities including 16 toilets/urinals. The wastewater generated by the new restrooms is not anticipated to exceed the collection or treatment capacity of the existing waste water system or



adversely impact water standards. Impacts are considered less-than-significant. IX b) Ground Water Impacts The proposed project will involve construction of new facilities however the project will not require sources of groundwater or the use of septic tanks that could affect groundwater resources. The project will be served domestic water from the City of Folsom and will be hooked up to public sanitary sewer system. No significant excavation at levels near or close to ground water would occur which could necessitate de-watering and/or cause ground water contamination. The project will result in minimal new impervious surface since the majority of the area where improvements are planned is currently hardscape. The proposed project will have less-than-significant impacts on groundwater recharge or resources. IX c) and d) Drainage and/or Waterway Alterations The proposed project will not require any alteration of waterways or significant drainage patterns. Impacts are less-than-significant. IX e) and f) Run-off and Water Quality Construction related activities have the potential to impact water quality through erosion and run-off. Fuel, oil, grease, solvents, concrete wash and other chemicals used in construction activities have the potential of creating toxic problems if allowed to enter a waterway. Construction activities are also a source of various other materials including trash, soap, and sanitary wastes. The site is served by the City of Folsom drainage system and is subject to the conditions of the City of Folsom’s National Pollution Discharge Elimination System (NPDES) permit. Treatment controls are required by the City’s NPDES permit for commercial projects (including schools) that create one acre or more of impervious surface and residential projects 20 acres and larger. The proposed project is estimated to disturb 50,000 square feet of existing impervious area which includes the demolition and replacement of existing hardscape area. Less than 1 acre of new impervious surface will be created by the project which consists of the proposed sidewalks and handicapped ramps designed to serve the stadium seating. The District is required to comply with the City of Folsom’s NPDES permit requirements and Stormwater Pollution Protection program. Compliance with the City’s NPDES and Stormwater Protection program reduces any impacts to less-than-significant. The project includes an Erosion Control Plan specifically designed to reduce run-off and erosion which will be reviewed by the City of Folsom as part of compliance with the NPDES requirements along with any other stormwater best management practices necessary to meet the City’s requirement. Impacts are estimated to be less-than-significant. IX g), h), and i) Flood Risks The site is not located within a FEMA designated special flood hazard zone. Flood risks are considered less-than-significant. IX j) Seismic Hazards and other Water Hazards There are no known occurrences of inundation by seiche, tsunami, or mudflows on or in the vicinity of any of the affected school sites. No impact is anticipated.



X. LAND USE AND PLANNING Would the project:


Impact


with Mitigation


Impact

No Impact

a) Physically divide an established community? X

b) Conflict with any applicable land use plan, policy, regulation of an agency with jurisdiction over the project (including, but not limited to the general plan, specific plan, local coastal program, or zoning ordinance) adopted for the purpose of avoiding or mitigating an environmental effect?

X

c) Conflict with any applicable habitat conservation plan or natural community conservation plan?

X

ENVIRONMENTAL SETTING

The Vista del Lago High School site and surrounding area are located in the City of Folsom. As such, land use in the area is governed by the City of Folsom General Plan, zoning ordinance and related adopted plans. City of Folsom General Plan (1988 as amended and updated) The existing General Plan was adopted in 1988, and updated in 1993. The existing General Plan provides a broad approach to land uses and land uses for new development in large areas are generally more defined and refined through the adoption of specific plans and or General Plan Amendments. The General Plan Map (July 2015) has been updated to show the current adopted land uses including any changes by Specific Plan or General Plan Amendment. General Plan land use designations and the current zoning pertaining to the site and environs are described in Table 5 below:

TABLE 5: GENERAL PLAN AND ZONING DESIGNATIONS FOR AFFECTED SCHOOL SITES

Planning Jurisdiction

Applicable General Plan

Designation Zoning

Vista del Lago School Site

City of Folsom Folsom General Plan

“School” “A-1-A” Agriculture

North of Site City of Folsom Folsom General Plan

“Parks” “Open Space” and

“Single Family”

“OSC” Open Space Conservation and “R-1-

M” Single Family East of Site City of Folsom Folsom General Plan

“Park” “OSC” Open Space

Conservation South of Site City of Folsom Folsom General Plan

“Single Family” “R-1-M” Single Family

West of Site City of Folsom Folsom General Plan

“Single Family” “R-1-M” Single Family



Generally, the “Single Family” refers to a low density residential which allows single family houses on lots 6,000 square feet in size or larger; this is the current minimum lot size allowed by the Zoning ordinance for single family development. The density range in the “Single Family” designation is 2 to 3.9 dwelling units per acre.

City of Folsom 2035 General Plan Update (in process), The City of Folsom is currently in the process of updating the General Plan and has produced a series of background documents on key planning issues in the area and a Draft Vision and Guiding Principles Statement.

ASSESSMENT AND FINDINGS X a) Physically divide an established community? The proposed project will not physically divide an established community in that no new roads, facilities or barriers are included in the project that physically divide an existing neighborhood. X b) Conflict with any applicable land use plans, policies, regulations adopted for the purpose of avoiding or mitigating an environmental effect? The proposed project would not conflict with the General Plan or the policies of the plan. The proposed site is designated “School” on the City of Folsom General Plan which allows for a variety of uses related to the school site including high school stadiums and athletic programs. No conflict with adopted land use plans and policies is expected to occur. X c) Habitat Conservation Plans There is no approved Habitat Conservation Plan (HCP) or other conservation plans that cover the affected school site. The South Sacramento County Habitat Conservation Plan covers major unincorporated areas of Sacramento County south of US 50 and does not address the City of Folsom. The proposed project therefore, does not conflict with any adopted or proposed Habitat Conservation Plan.



XI. MINERAL RESOURCES Would the project:


Impact


with Mitigation


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?

X

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?

X

ENVIRONMENTAL SETTING Historically, both placer and hydraulic mining took place in the Folsom area of the Sierra Nevada Foothills. There are current no mining activities on or in the near vicinity of the subject site. Given its location, and the historical knowledge of the site, the site was used for grazing and was not used as a mineral extraction area. The County of Sacramento General Plan Conservation Element Figure 3, maps known mineral resources in the County based on information supplied by the State Department of Conservation, Division of Mines. Based on the County Conservation Element, there are no known mineral resource areas or mineral extraction areas on or immediately adjacent to the site. ASSESSMENT AND FINDINGS XI a) and b) Mineral Resources No mineral resources or mines are documented on the project site or adjacent to the site. Therefore, the potential that mineral resources on the project site would be rendered inaccessible would be considered less-than-significant. No mitigation measures are required.



XII. NOISE

Would the project:


Impact

Less-than- Significant

with Mitigation


Impact

No Impact

a) Exposure of persons to or generation of noise levels in excess of standards established in the local General Plan, Community Plan or noise ordinance, or applicable standards of other agencies?

X

b) Exposure of persons to generation of excessive ground-borne vibration or ground-borne noise levels?

X

c) A substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project?

X

d) A substantial temporary or periodic increase in ambient noise levels in the project vicinity above levels existing without the project?

X

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 people residing or working in the project area to excessive noise levels?

X

f) For a project within the vicinity of a private airstrip, would the project expose people residing or working in the project area to excessive noise levels?

X

ENVIRONMENTAL SETTING J.C. Brennan Acoustical Consultants were retained to conduct a noise analysis and evaluate potential noise impacts associated with the project upon the nearest noise-sensitive uses. The complete Noise Study is included in the Appendix (APPENDIX B–Noise Study). The following analysis is based on that study and the conclusions of that study. Existing Conditions The existing noise environment in the project area is defined primarily by local traffic on Broadstone Parkway, residential construction in the project vicinity, activities at Vista del Lago High School and to a lesser extent by traffic on U.S. Highway 50.



Existing Noise Receptors Some land uses are considered more sensitive to noise than others. Land uses often associated with sensitive receptors include residences, schools, libraries, hospitals, and passive recreational areas. Noise sensitive land uses are typically given special attention in order to achieve protection from excessive noise. Sensitivity is a function of noise exposure (in terms of both exposure duration and insulation from noise) and the types of activities involved. In the vicinity of the project site, the closest sensitive uses include existing single-family residential uses located along Caversham Way located approximately 100 to 500 feet from the project site, and on the north side of Broadstone Parkway, approximately 1,680 feet northeast of the project site Existing Ambient Noise Levels To quantify the existing ambient noise environment in the project vicinity, J.C. Brennan and Associates Inc. conducted noise level measurements at two locations to document existing ambient noise levels at the closest noise-sensitive receptors. Site A was chosen to represent ambient noise levels at the existing single-family residential uses located along Caversham Way. Site B was chosen to represent ambient noise levels at the closest single-family receptors along Broadstone Parkway. Continuous noise measurements were conducted over a full Thursday (May 28, 2015) and Friday (May 29, 2015) period. It should be noted that the Vista del Lago High School graduation was held on the soccer fields located north of the stadium beginning at 6:00 pm on Friday (May 29, 2015). Noise measurement locations and noise monitoring results for each location are shown in Appendix B and summarized in Table 6 below:

TABLE 6: SUMMARY OF EXISTING BACKGROUND NOISE MEASUREMENT DATA

Site Date Ldn

Average Measured Hourly Noise Levels, dB

Daytime (7 am-10 pm) Low-High (Average)

Nighttime (10 pm-7 am) Low-High (Average)

Leq L50 Lmax Leq L50 Lmax Continuous (24-hr) noise level measurements

A Thursday 5/28/15 Friday 5/29/15

54 54

46-55 (52) 47-53 (50)

40-50 (45) 41-49 (45)

63-79 (70) 62-72 (67)

40-50 (46) 39-50 (47)

39-47 (41) 38-47 (42)

49-79 (64) 61-77 (66)

B Thursday 5/28/15 Friday 5/29/15

58 56

51-68 (59) 50-61 (54)

44-52 (49) 45-53 (50)

63-92 (75) 62-84 (71)

35-49 (45) 35-55 (48)

33-42 (37) 32-43 (37)

55-71 (64) 54-83 (66)

Source: J.C. Brennan & Associates, Inc., 2015. REGULATORY SETTING City of Folsom General Plan The City of Folsom General Plan Noise Element provides the following goals and policies relative to noise.



GOAL 30: To protect the citizens of Folsom from the harmful effects of exposure to excessive noise and protect the economic base of Folsom by preventing the encroachment of incompatible land uses within areas protected by existing noise producing uses.

Policy 30.2: Develop and implement effective strategies to abate and avoid excessive noise exposures in the City by requiring that effective noise mitigation measures be incorporated into the design of new noise-generating and new noise-sensitive land uses.

Policy 30.3: Protect areas within the City where the present noise environment is within acceptable limits.

Policy 30.4: Areas within the City of Folsom shall be designated as noise impacted if exposed to existing or projected exterior noise levels exceeding 60 dB Ldn/CNEL or the performance standards of Table 26-3 of the Noise Element (included here as Table 7).

TABLE 7: HOURLY NOISE LEVEL PERFORMANCE STANDARDS FOR STATIONARY NOISE SOURCES

Cumulative Number of Minutes In any One-Hour Time Period (Ln)

Acceptable Noise Level, dBA

Daytime (7 am - 10 pm) Nighttime (10 pm - 7 am)

30 (L50) 15 (L25) 5 (L8) 1 (L2) 0 (Lmax)

50 55 60 65 70

45 50 55 60 65

Note: Ln means the percentage of time the noise level is exceeded during an hour. L50 means the level exceeded 50% of the hour, L25 is the level exceeded 25% of the hour, etc.

Each of the noise level standards specified above shall be reduced by 5 dB for simple tone noises, noises consisting primarily of speech or music, or for recurring impulsive noises. Noise from single occurrences such as the passage of locomotives, heavy trucks, or aircraft should also be evaluated in terms of single event noise levels. The maximum noise level created by such an event may have the potential to result in activity interference even though the cumulative noise exposure in terms of Ldn/CNEL is within acceptable limits. The potential for sleep disturbance is usually of primary concern, and should be evaluated on a case-by-case basis.

Policy 30.5: New development of residential or other noise sensitive land uses will not be permitted in noise impacted areas unless effective mitigation measures are incorporated into the project design to reduce noise levels to:

1. For noise due to traffic on public roadways, railroad operations, and aircraft: 60 dB

Ldn/CNEL or less. Where it is not possible to reduce exterior noise due to these sources to 60 dB Ldn/CNEL or less by incorporating a practical application of the best available noise-reduction technology, an exterior noise level of up to 65 dB Ldn/CNEL will be allowed. Under no circumstances will interior noise levels be permitted to exceed 45 dB Ldn/CNEL with the windows and doors closed.

2. For non-transportation related noise sources: achieve compliance with the

performance standards contained within Table 26-3 (included here as Table 7



above).

3. If compliance with the adopted standards and policies of the Noise Element will not be achieved, a statement of overriding considerations for the project must be provided.

Policy 30.6: When industrial, commercial land uses or other uses including non-transportation related noise sources are proposed which would affect areas containing noise sensitive land uses, noise levels generated by the proposed use shall not exceed the performance standards contained within Table 26-3 (included here as Table 7 above).

Policy 30.7: Prior to the approval of proposed development of residential or other noise sensitive land uses in a noise impacted area, an acoustical analysis may be required. The acoustical analysis shall:

1. Be the responsibility of the applicant.

2. Be prepared by a qualified person experienced in the fields of environmental noise assessment and architectural acoustics.

3. Include representative noise level measurements with sufficient sampling periods and locations to adequately describe local conditions.

4. Include estimated noise levels in terms of Ldn/CNEL and/or the standards of Table 26-3 (included here as Table 7 above) for existing and projected future (20 years hence) conditions, with a comparison made to the adopted policies of the noise element.

5. Include recommendations for appropriate mitigation to achieve compliance with the adopted policies and standards of the Noise Element. Where the noise source in question consists of intermittent single events, the report must address the effects of maximum noise levels in sleeping rooms in terms of possible sleep disturbance.

6. Include estimates of noise exposure after the prescribed mitigation measures have been implemented.

Policy 30.9: Noise level criteria applied to land uses other than residential or other noise sensitive uses shall be consistent with the standards in Table 26-3 (included here as Table 7 above).

Policy 30.10: The City of Folsom shall enforce the State Noise Insulation Standards (California Administrative Code, Title 24) and Chapter 35 of the Uniform Building Code.

Policy 30.15: If noise barriers are required to achieve the noise level standards contained within this Element, the following construction practices are recommended: 1. Noise barriers exceeding six feet in height relative to the roadway should

incorporate an earth berm to raise the height of the base so that the total height of the vertical planar portion of barrier is less than six feet.

2. The total height of the noise barrier above roadway elevation should normally be limited to 12 feet.



3. The noise barriers should be designed so that their appearance is consistent with

other noise barriers in the project vicinity.

City of Folsom Municipal Code, Noise Control The noise standards contained in the City of Folsom Municipal Code are provided below. Exterior Noise Standards (Section 8.42.040)

A. It is unlawful for any person at any location within the incorporated area of the city to create any noise, or to allow the creation of any noise, on property owned, leased, occupied or otherwise controlled by such person which causes the exterior noise level when measured at any affected single- or multiple-family residence, school, church, hospital or public library situated in either the incorporated or unincorporated area to exceed the noise level standards as set forth in Table 8.42.040 (included here as Table 8).

TABLE 8: EXTERIOR NOISE LEVEL STANDARDS

Noise Level

Category

Cumulative Number of minutes in any 1-hour time

period

Daytime (dB) (7 a.m.–10 p.m.)

Nighttime (dB) (10 p.m.–7 a.m.)

1 2 3 4

5

30 15 5 1

0

50 55 60 65

70

45 50 55 60

65

Note: dB = A-weighted decibels Source: City of Folsom Code, Noise Control 1993

B. In the event the measured ambient noise level exceeds the applicable noise level standard

in any category above, the applicable standard shall be adjusted so as to equal the ambient noise level.

C. Each of the noise level standards specified above shall be reduced by 5 dB for simple tone noises, noises consisting primarily of speech or music, or for recurring noises.

D. If the intruding noise source is continuous and cannot reasonably be discontinued or stopped for a time period whereby the ambient noise level can be measured, the noise level measured while the source is in operation shall be the noise level standards as specified above.

Noise Source Exemptions (Section 8.42.060)

Section 8.42.060 of the City of Folsom Municipal Code establishes the exempts activities on parks and school grounds during specific hours from the associated exterior noise provisions and states that among the exempt activities are: “Activities conducted in unlighted public parks, public playgrounds and public or private school grounds, during the hours of 7 a.m. to dusk, and in lighted public parks, public playgrounds and public or private school grounds, during the hours of 7 a.m. to 11 p.m., including but not limited to school athletic and school entertainment events.”



Noise Standards Related to Increase In Noise Criteria The City of Folsom, like many jurisdictions, does not have an adopted policy regarding significant increases in ambient noise. Table 9 is based upon recommendations made by the Federal Interagency Committee on Noise (FICON) to provide guidance in the assessment of changes in ambient noise levels resulting from aircraft operations. The recommendations are based upon studies that relate aircraft noise levels to the percentage of persons highly annoyed by the noise. Although the FICON recommendations were specifically developed to assess aircraft noise impacts, it has been widely accepted that they are applicable to all sources of noise described in terms of cumulative noise exposure metrics such as the Ldn.

TABLE 9: SIGNIFICANCE OF CHANGES IN NOISE EXPOSURE

Ambient Noise Level Without Project, Ldn Increase Required for Significant Impact

<60 dB +5.0 dB or more

60-65 dB +3.0 dB or more

>65 dB +1.5 dB or more Source: Federal Interagency Committee on Noise (FICON) Based on Table 9 above, an increase in traffic noise level of 5 dB or more would be significant where the pre-project noise level is less than 60 dB Ldn. Extending this concept to higher noise levels, an increase in the traffic noise level of 1.5 dB or more may be significant where the pre-project traffic noise level exceeds 65 dB Ldn. The rationale for the criteria is that, as ambient noise levels increase, a smaller increase in noise resulting from a project is sufficient to cause annoyance. Transportation Noise Criteria The City of Folsom General Plan Noise Element establishes 60 dB Ldn as the exterior noise level limit for residential receptors exposed to transportation noise sources. Therefore, increased traffic associated with the proposed project should not cause exterior noise levels to exceed 60 dB Ldn at existing residential receptors. Additionally, increases in traffic noise shall not exceed the FICON thresholds shown in Table 9. STANDARDS OF SIGNIFICANCE

Thresholds of significance are those included in CEQA Appendix G and those of the City of Folsom which is the jurisdiction in which the site is located. A project could have a significant effect if the project results in:

Exposure of persons to, or generation of noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies. For this project, non-transportation noise from activities occurring at the stadium during the hours of 7 a.m. to 11 p.m. would be exempt. For transportation noise, any increase in traffic noise which causes noise levels to exceed 60 dB Ldn would be significant;

Exposure of persons to or generation of excessive ground borne vibration or ground borne noise levels. Specifically, a limit of 0.1 in/sec p.p.v., as discussed above;



A substantial permanent increase in traffic noise levels above levels existing without the project, as defined Table 7 above;

A substantial temporary or periodic increase in traffic noise levels in the project vicinity, as defined by Table 9 above, beyond levels permissible under the City’s General Plan and Noise Ordinance;

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, expose people residing or working in the project area to excessive noise levels within two miles of a public airport or public use airport; or

For a project within the vicinity of a private airstrip, expose people residing or working in the project area to excessive noise levels.

ASSESSMENT AND FINDINGS XII a), c) and d) Exposure to Noise in Excess of the General Plan Noise Element or Noise Ordinance and Noise Generation of the Project Project-related noise sources could potentially affect the noise-sensitive receptors located in the project vicinity. Specifically, increased traffic, noise from sporting events, and construction noise are noise sources that could exceed the City of Folsom’s exterior noise level standards. Each of these noise sources is analyzed below. Potential vibration impacts associated with the construction of the project are also analyzed. Stadium Noise The noise generation of the stadium will depend mainly on crowd size, the interest level in the sporting event, whether or not marching bands will play during events, and on the design of the public address system. It is expected that typical events would include approximately 1,250 attendees with “worst-case” events up to 3,500 attendees. To assess the noise impacts associated with the stadium, noise level data for football games and standard modeling techniques were used. Table 10 shows the measured football stadium noise levels used in the analysis prepared by J.C Brennan & Associates, Acoustical Consultants.

TABLE 10: TYPICAL HIGH SCHOOL FOOTBALL GAME NOISE LEVELS

Site

Location

Measured Noise Levels Notes

Leq

L50

Lmax

1 Foothill High School - 250’ from center of field (± 1,000-1,500 attendees)

61 dB 57 dB 74 dB band, PA system, cheering

2 Oakmont High School – 250’ from center of field (3,000-5,000 attendees)

66 dB 61 dB 75-80 dB half time, band, PA system, crowd noise

Source: J.C. Brennan & Associates, Inc. 2015.

Based on the noise analysis, the “worst-case” noise levels are approximately 66 dB Leq, 61 dB L50, and 80 dB Lmax, at a distance of 250 feet from the center of the field (Site 2). This assumes a crowd size of approximately 3,000-5,000 people. For smaller events with around 1,000-1,500 attendees, noise levels would be approximately 61 dB Leq, 57 dB L50, and 74 dB Lmax, at a distance of 250 feet from the center of the field (Site 1).



The nearest residential uses are located approximately 320 feet from the center of the football stadium. At this distance, stadium noise levels are predicted to be 64 dB Leq, 59 dB L50, and 78 dB Lmax for “worst-case” events. For regular events, stadium noise levels are predicted to be 59 dB Leq, 55 dB L50, and 72 dB Lmax. It should be noted that average (Leq) noise levels are not regulated by the City, but are provided here for information. The City of Folsom establishes 50 dB L50 as the allowable limit for daytime (7 a.m. to 10 p.m.) hours and 45 dB L50 during nighttime (10 p.m. to 7 a.m.) hours. The City’s standards are lowered by 5 dB for noise due to speech or music. Therefore, the L50 standards would be 45 dB L50 during daytime hours and 40 dB L50 during nighttime hours. Maximum (Lmax) noise level limits would be 65 dB Lmax during daytime hours and 60 dB Lmax during nighttime hours, with the 5 dB penalty for speech and music. The predicted project-related noise levels of 55-59 dB L50 and 72-78 dB Lmax would exceed the City’s limits outlined above. However, under Section 8.42.060 of the City of Folsom Municipal Code, the activities occurring at the stadium would be exempt during the hours of 7 a.m. to 11 p.m. and as such the project would not exceed the standards of the City of Folsom. Thus exposure in excess of the Noise Ordinance is not anticipated. None-the-less, noise from major events may be noticeable to nearby residences. In order to reduce noise levels related to major events, the following mitigation is proposed:

MITIGATION MEASURE NOISE 1: For any major event with an anticipated attendance greater than 1500 persons for which amplified sound will be employed, the District shall 1) ensure that amplified speakers are directed to the extent possible away from nearby residents located to the south and east of the project and if appropriate employ sound governors to control the extent of amplification and 2) shall schedule such events to conclude by 11 p.m. whenever feasible.

Transportation Related Noise To describe future noise levels due to traffic, the Federal Highway Administration Highway Traffic Noise Prediction Model (FHWA RD-77-108) was used and are based on traffic numbers provided for the project by KD Anderson & Associates. Table 11 shows the existing traffic noise levels and the expected noise levels with the project. With the addition of the project, less than 1 dB increase in noise is expected to occur from project related traffic. As noted in the Existing Setting of this Chapter, a change of 1 dBA generally cannot be perceived. Thus, under existing plus project conditions, it is not anticipated that there would be a perceptible change in the noise environment resulting from cars accessing or leaving the site. Under cumulative conditions, which assumes traffic related to build-out of all land uses under the General Plan, traffic and traffic related noise are predicted to increase with or without the project (Table12). Even without the project, cumulative conditions are expected to be in excess of the City of Folsom’s standard of 60 dB Ldn. The increase in noise levels when the project is added to cumulative conditions is less than 1 dBA increase which is generally not perceptible. Given that the project’s transportation noise effect is less than 1dB which does not exceed the FICON noise significance threshold, and given that significant traffic related to stadium use will occur only a few times a year, transportation related noise is considered to be less-than-significant.



TABLE 11: EXISTING NOISE LEVELS AND NOISE LEVELS WITH PROJECT

Roadway Segment

Noise Levels (Ldn, dB) Distance to Existing + Project Traffic Noise Contours, feet1

Existing Existing + Project

Change (dB) 70 dB Ldn 65 dB Ldn 60 dB Ldn

Broadstone West of Scholar 59.4 59.6 0.2 20 44 94

Broadstone Scholar to Serpa 57.9 58.3 0.4 21 45 96

Broadstone Serpa to West Access 56.7 57.2 0.4 21 45 97

Broadstone West Access to Golf Links 52.2 52.6 0.4 21 45 96

Broadstone Golf Links to Russell 45.3 46.3 1.0 13 28 61

Broadstone Russell to Stockman 57.3 57.9 0.7 13 27 58

Broadstone Stockman to Carpenter Hill 55.8 56.5 0.7 10 22 46

Broadstone Carpenter Hill to Empire Ranch 55.0 55.6 0.6 9 20 43

Scholar Way North of Broadstone 51.6 52.3 0.6 6 12 26

Serpa Way South of Broadstone 52.9 53.2 0.2 6 12 26

Empire Ranch North of Broadstone 58.4 58.6 0.2 16 34 73

Empire Ranch South of Broadstone 56.0 56.1 0.1 12 26 55

Golf Links North of Broadstone 59.2 59.5 0.3 16 35 75 1 Distances to traffic noise contours are measured in feet from the centerlines of the roadways. Actual distances may vary due to shielding from existing noise barriers or intervening structures. Traffic noise levels may vary depending on actual setback distances and localized shielding. Source: J. C. Brennan and Associates, Inc. 2014 (FHWA-RD-77-108 with inputs from KD Anderson & Associates Transportation Engineers).



TABLE 12: CUMULATIVE NOISE LEVELS AND NOISE LEVELS WITH PROJECT

Roadway Segment

Noise Levels (Ldn, dB) Distance to Cumulative + Project Traffic Noise Contours, feet1 Cumulative

Cumulative + Project

Change (dB) 70 dB Ldn 65 dB Ldn 60 dB Ldn

Broadstone West of Scholar 62.1 62.3 0.1 31 66 142

Broadstone Scholar to Serpa 60.7 60.9 0.2 31 67 144

Broadstone Serpa to West Access 59.5 59.7 0.2 31 67 144

Broadstone West Access to Golf Links 55.0 55.2 0.2 31 67 143

Broadstone Golf Links to Russell 48.1 48.7 0.6 19 41 88

Broadstone Russell to Stockman 60.0 60.4 0.4 18 40 85

Broadstone Stockman to Carpenter Hill 58.6 58.9 0.4 15 32 68

Broadstone Carpenter Hill to Empire Ranch 57.8 58.1 0.3 14 29 63

Scholar Way North of Broadstone 54.4 54.8 0.3 8 18 38

Serpa Way South of Broadstone 55.7 55.8 0.1 9 18 40

Empire Ranch North of Broadstone 63.3 63.4 0.1 32 70 151

Empire Ranch South of Broadstone 62.0 62.0 0.0 29 63 136

Golf Links North of Broadstone 62.0 62.2 0.2 24 52 112 1 Distances to traffic noise contours are measured in feet from the centerlines of the roadways. Actual distances may vary due to shielding from existing noise barriers or intervening structures. Traffic noise levels may vary depending on actual setback distances and localized shielding. Source: J. C. Brennan and Associates, Inc. 2014 (FHWA-RD-77-108 with inputs from KD Anderson & Associates Transportation Engineers).



Construction Period Noise Generation of the Project Construction of the project will generate construction period noise. This will include noise associated with heavy equipment to demolish some existing curb and gutter work (jack hammering), the sound of heavy equipment for grading, and construction noise related to the development of the field house and bleachers. Depending on the operations conducted, individual equipment noise levels can range from 79 to 91 dBA at 50 feet, as indicated in Table 13.

TABLE 13: CONSTRUCTION EQUIPMENT NOISE

Type of

Equipment

Predicted Noise Levels, Lmax dB Distances to Noise Contours (feet)

Noise Level at 50’



Noise Level at 1,000’

70 dB Lmax

contour 65 dB Lmax

contour

Auger Drill Rig 84 78 66 58 250 446

Backhoe 78 72 60 52 126 223

Compactor 83 77 65 57 223 397

Compressor (air) 78 72 60 52 126 223

Concrete Saw 90 84 72 64 500 889

Dozer 82 76 64 56 199 354

Dump Truck 76 70 58 50 100 177

Excavator 81 75 63 55 177 315

Generator 81 75 63 55 177 315

Jackhammer 89 83 71 63 446 792

Pneumatic Tools 85 79 67 59 281 500

Source: Roadway Construction Noise Model User’s Guide. Federal Highway Administration. FHWA-HEP-05-054. January 2006.

The existing single-family residential receptors located west of the proposed project are located approximately 350 feet, or more, from the center of the project. At an average distance of 350 feet construction related noise levels are expected to less than 59-73 dB Lmax. The City of Folsom Municipal Code exempts construction-generated noise that occurs between the hours of 7 a.m. to 6 p.m. Monday through Friday, and 8 a.m. and 5 p.m. Saturday and Sunday from the City’s exterior noise standards. These exemptions are typical of City and County Noise Ordinances and reflect the recognition that construction-related noise is temporary in character, is generally acceptable when limited to daylight hours, and is part of what residents of urban areas expect as part of a typical urban noise environment (along with sirens, etc.). In order to reduce construction period impacts and ensure compliance with the Noise Ordinance, the following mitigation measure is required.



MITIGATION MEASURE NOISE 2: The District shall ensure implementation of the following measures.

a. The Improvement Plans and Specifications shall include the following language: “Construction noise emanating from any construction activities for which a Grading or Building Permit shall occur in compliance with the City of Folsom’s Noise Ordinance which restricts construction generated noise activities to between the hours of 7 a.m. to 6 p.m. Monday through Friday, and 8 a.m. and 5 p.m. Saturday and Sunday.”

b. All project construction equipment with internal combustion engines shall be fitted with manufacturer’s mufflers or the equivalent and be maintained in good working order.

c. Construction staging areas shall be located as far as practical from the nearest residences and classrooms.

XII d) Ground Borne Noise and Vibration The Noise Study prepared for the project did not identify any significant ground-borne noise or vibration impacts from the project. Impacts in this area are less-than-significant.

XII e) and f) Exposure to Noise from Aircraft

The project site is not located near any Airport Noise Contours as defined in an Airport Land Use Plan and no public or private air strips are located within 2 miles of the site. Exposure to aircraft noise is less-than-significant.



XIII. POPULATION AND HOUSING

Would the project:


Impact


with Mitigation


Impact

No Impact

a) Induce substantial 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)?

X

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

X

c) Displace substantial numbers of people, necessitating the construction of replacement housing elsewhere?

X

ENVIRONMENTAL SETTING The proposed project is located in a developing area of the City of Folsom. An existing school facility is located on the site which was developed in 2007. This site is served by services and infrastructure. ASSESSMENT AND FINDINGS XIII a) Extension of Services and Growth Inducement The proposed project does not involve the extension of public services or new growth and development. As such the project does not induce new housing, employment or growth. No growth inducement impacts would occur directly as part of this project. XIII b) and c) Displacement of Persons from Existing Housing and Replacement Housing The project does not involve the displacement of existing persons or housing. As such, the project will not require the acquisition of existing housing or the displacement of persons from their housing or the construction of replacement housing. No housing displacement or replacement housing impacts would occur.



XIV. PUBLIC SERVICES Would the project impact:

Potentially Significant Impact


with Mitigation


Impact

No Impact

a) Fire and Police Protection? X

b) Schools? X

c) Parks? X

d) Other governmental services? X

ENVIRONMENTAL SETTING The proposed project is located on the Vista del Lago High School site, a developed school site, located within the City of Folsom. As such, the site is currently served by existing public services and facilities. The addition of stadium seating will not induce new growth (such as houses or new population); rather the project is designed to serve the existing student and community population. Police and Fire Services. The City of Folsom provides police and fire services to the school site. Fire stations closest to the school site include: Station #36 at 9700 Oak Avenue Parkway, in northwest Folsom and Station #37 at 70 Clarksville Road, near Folsom Lake College. Both are located within 2 mile radii of the site. Schools. The project is located in and sponsored by the Folsom Cordova Unified School District is designed to serve the population of the district by enhancing recreational and athletic opportunities on site. Parks. Parks in the area are administered by the City of Folsom Department of Parks and Recreation. STANDARDS OF SIGNIFICANCE

For purposes of this environmental document, an impact is considered significant if the proposed project would result 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. ASSESSMENT AND FINDINGS XIV. a) through c) Public Services and Facilities A project would have a significant impact if it results in the new construction of facilities which require substantial new public services or create a substantial new permanent demand for new public services. The project site and existing surrounding population are currently adequately served by the City of Folsom’s Police and Fire Departments and the periodic use of the stadium for



major events will not require the construction of new police or fire stations to serve the project. Similarly, the project does not involve the construction of new housing units or employment generating facilities which would require new public facilities or increase demand for new parks or schools. Impacts to public services are determined to be less-than-significant.



XV. RECREATION

Would the project:


Less-than-Significant with

Mitigation


Impact

No Impact

a) Increase the demand for neighborhood or regional parks or other recreational facilities?

X

b) Affect existing recreational opportunities?

X

ASSESSMENT AND FINDINGS XV a) Recreational Demand and b) Recreational Opportunities The proposed project will not significantly increase population or housing in the area and as such would not increase demand for local recreation and park space. The project will however, provide additional recreational resources to serve the Folsom community by expanding the seating at the stadium to host school and community-based events.



XVI. TRANSPORTATION & TRAFFIC Would the project:


Impact


with Mitigation


Impact

No Impact

a) Conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system taking into account all modes of transportation including mass transit and non-motorized travel and relevant components of the circulation system, including but not limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass transit?

X

b) Conflict with an applicable congestion management program, including, but not limited to level of service standards and travel demand measures, or other standards established by the county congestion management agency for designated roads or highways?

X

c) Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks?

X

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

X

e) Result in inadequate emergency access or access?

X

f) Conflict with adopted policies, plans, or programs regarding public transit, bicycle, or pedestrian facilities, or otherwise decrease the performance or safety of such facilities?

X



BACKGROUND KD Anderson and Associates, Transportation Consultants, were retained by the District to conduct a traffic impact study. This study, entitled “Traffic Impact Study for Vista del Lago High School Stadium Project” was completed August 3, 2015. A full copy of the traffic study is included in the Appendices (Appendix C). Summarized below are the major findings and conclusions of the Traffic Study. ENVIRONMENTAL SETTING This section of the traffic impact study describes existing conditions in the study area as they relate to traffic volume roadway facilities and parking. Information presented in this section of the study is based on on-site field observations, traffic count and parking data collected for this study, and other data available from local and state agencies. Roadway System The following is a description of roadways that provide access to the proposed project site. Regional access is provided by arterial streets.

Broadstone Parkway is an east-west Arterial roadway located immediately north of the project site. Broadstone Parkway originates at an intersection on Iron Point Road and continues easterly for roughly 3 miles across E. Bidwell Street to the Empire Ranch Road intersection. In the area of the project Broadstone Parkway is a divided four lane street with sidewalks and class II bicycle lanes. On-street parking is prohibited but is permitted under permit from the City for special events. The posted speed limit is 45 mph and a 25 mph school zone exists near the school. A 24 hour traffic count conducted for this analysis identified the daily traffic volume on Broadstone Parkway at 7,238 vehicles per day in the area of Vista del Lago HS.

Empire Ranch Road is a north-south Arterial roadway that traverses the eastern edge of the City of Folsom. Today Empire Ranch Road extends north for 1½ miles from its existing terminus on Iron Point Road to the E. Natoma Street / Sophia Parkway intersection. From that point Sophia Parkway continues northerly through El Dorado Hills to Green Valley Road, while E. Natoma Street extends westerly across northern Folsom. Empire Ranch Road is to be extended southerly to a new interchange on US 50, and this work is programmed for completion. In the vicinity of the project Empire Ranch Road is a four lane divided street north of Broadstone Parkway and a six lane arterial south of the Broadstone Parkway intersection. The street has sidewalks and class II bicycle lanes. Empire Ranch Road is a designated truck route. On street parking is prohibited, and the posted speed limit is 45 mph. Traffic count data available from the City of Folsom General Plan indicates that the daily traffic volume on Empire Ranch Road is roughly 5,600 vehicles per day north of the Broadstone Parkway intersection and 3,500 vehicles per day south of the intersection. Collector streets are intended to link Folsom neighborhoods with arterials streets.

Scholar Drive is an east-west collector street than links E. Bidwell Street and Broadstone Parkway in the area of the Cosumnes Community College District’s Folsom Lake campus. Scholar Drive is a four lane street with raised center median, as well as sidewalks and class II bicycle lanes. On-street parking is prohibited and the posted speed limit is 40 mph. Information available from the City of Folsom indicates that Golf Links Drive carries 7,900 vehicles per day in the area east of E. Bidwell Street.



Serpa Way is a north-south collector street than extends for roughly ¾ mile to link

Broadstone Parkway and Iron Point Road in the area immediately west of Vista del Lago HS. Serpa Way is a two lane street with sidewalks and on-street parking is permitted. The street has direct driveway connections from private residences, and the speed limit on Serpa Way is 25 mph. The City of Folsom does not have a current traffic volume count for Serpa Way, but based on the intersection data collected for this study we estimate the current daily volume to be roughly 2,500 vehicles per day.

Golf Links Drive is a north-south collector street that extends north from Broadstone Parkway for about 1¼ miles to an intersection on E. Natoma Street. Golf Links Drive is a two lane street with raised center median, as well as sidewalks and class II bicycle lanes. On-street parking is prohibited and the posted speed limit is 45 mph. Information available from the City of Folsom indicates that Golf Links Drive carries 8,000 vehicles per day in the area north of Broadstone Parkway.

Local streets provide access to neighborhoods around Vista del Lago HS.

McComber Drive is a local street that provides access to the neighborhood that generally lies west of Golf Links Drive and north of Broadstone Parkway. McComber Drive is a two lane gated private street.

Caversham Way is a local street that provides access to the neighborhood immediately south and west of Vista del Lago HS. Caversham Way originates at an intersection on Serpa Way immediately south of Broadstone Parkway and continues for roughly ½ mile to the area of the stadium before continuing another ¼ mile to its terminus east of the campus. Caversham Way is a two lane street with on-street parking. The posted speed limit is 25 mph. Roughly 100 homes front on Caversham Way or on its eastern tributary street (Iris circle), A 24 hour traffic count conducted for this study identified the daily traffic volume midway at 505 vehicles per day in the area of the stadium.

Russell Drive is a local street that provides access to the developing neighborhood that generally lies between Golf Links Drive and Empire Ranch Road. Russell Drive is a two lane gated private street.

Stockman Circle is a local street that provides access to the existing residential neighborhood north of Broadstone Parkway across from Vista del Lago HS. Stockman Circle extends through the neighborhood for roughly ¼ mile to the subdivisions other Broadstone Parkway access at Carpenter Hill Road. Stockman Circle is generally a two lane street with on street parking and frequent residential driveways. Sidewalk exists along the street and the speed limit is 25 mph. No traffic volume counts is available for Stockman Circle, but based on the number of residences in the neighborhood and the number of access points the daily traffic volumes would likely range from 200 to 500 vehicles per day depending on location.

Carpenter Hill Road is a local street that provides access to the existing and developing residential neighborhood south of Broadstone Parkway between Vista del Lago HS and Empire Ranch Road. Carpenter Hill Road extends south from an intersection on Broadstone Parkway to an intersection on Iron Pointe Road. Carpenter Hill Road is generally a two lane street with on street parking and frequent residential driveways. Sidewalk exists along the street and the speed limit is



25 mph. No traffic volume counts are available for Carpenter Hill Road, but based on the number of residences in the neighborhood and the number of alternative access points the daily traffic volumes would likely range from 200 to 400 vehicles per day depending on location. Public Transit Service The City of Folsom provides local bus transit within the city. Folsom Stage Route 20 provides service to eastern Folsom between Folsom Lake College and Vista del Lago HS. Weekday service is one bus provided in the morning and one in the afternoon. No Saturday, Sunday or holiday service is provided. Route 10 provides service that links Folsom Lake College with the Historic Folsom light-rail station with the Madison Avenue / Main Street intersection at the western city limits. Route 10 runs from 4:25 a.m. to 7:47 with 60 minute headways. Sacramento Regional Transit (RT) operates bus and light-rail transit service in Sacramento County. RT service is provided from downtown Sacramento along the Folsom Blvd / Highway 50 corridor to the Historic Folsom light-rail station. Folsom Cordova USD provides busing for students as part of the normal school day and for extra-curricular activities. Each day roughly 80 of Vista del Lago HS’s students were bussed last year, or a little more than 5% of the total enrollment. Bicycle Facilities. Class II bike lanes exist along Broadstone Parkway, Golf Links Drive and Empire Ranch Road. Class I trails exist in the area north of Broadstone Parkway between Golf Links Drive and Empire Ranch Road, south of Broadstone Parkway from E. Natoma Street to Golf Links Drive, along the west side of Serpa Way south of Broadstone Parkway and in the area east of the high school connecting Iris Circle and Carpenter Hill Road. Pedestrian Facilities Sidewalks have been constructed along public streets in eastern Folsom, and applicable enhancements have been installed at major intersections. Sidewalk exists along Broadstone Parkway, Golf Links Drive and Empire Ranch Road, as well as on the local streets in the area of the high school. The major intersections on Broadstone Parkway have crosswalks and signalized intersections have pedestrian crossing hardware and signal phases. Parking The parking supply in the vicinity of Vista del Lago HS includes regular on-site parking spaces in designated lots, as well as loading and drop off areas and hard courts that are available for special event parking. Parking is also available along local public streets and along arterial and collector streets under a special use permit obtained from the City of Folsom. On campus, there are 604 marked parking spaces on site. One loading area is designed for parking after 5:00 p.m., and this area could hold 16 vehicles. The school’s hard courts have been used for VIP parking for special events and could accommodate 140 vehicles. Thus, without assuming any additional parking in the school’s drop-off / loading zones, the on-site parking supply that can be available for football games at the stadium totals 760 vehicles. The City of Folsom has permitted parking along Broadstone Parkway during special events at the high school. The area from Serpa Way to Longhorn Drive is roughly a mile long, and while individual spaces are not marked, based on observation during usage, 420 vehicles can be parked in



this area if both sides of the street are used. Regular on-street parking is also available on the local public streets in the vicinity of Vista del Lago HS. If filled, the streets in the Stockman Circle neighborhood north of Broadstone Parkway could accommodate 245 vehicles on-street. Carpenter Hill Road and Fenceline Drive south of Broadstone Parkway could accommodate another 90 vehicles. All together the sum of on-site parking spaces, spaces along Broadstone Parkway and on-street spaces on public streets in the adjoining neighborhoods totals 1,515. Planned Improvements While most of the study area circulation system is fully built out, there is one prominent improvement planned for the near future. The US 50 / Empire Ranch Road Interchange project will create new freeway access at a location east of Vista del Lago HS. This improvement is programmed for completion in 2030-2035. However, the “Existing Plus Project” analysis does not assume the interchange has been completed. EXISTING TRAFFIC CONDITIONS (Without Project) Level of Service (LOS) analysis provides a basis for describing existing traffic conditions and for evaluating the significance of project traffic impacts. Level of Service measures the quality of traffic flow and is represented by letter designations from A to F, with a grade of A referring to the best conditions, and F representing the worst conditions. The characteristics associated with the various LOS for intersections are presented in Table 14. Level of Service was calculated for this traffic impact study using the methodology contained in the latest edition of the Highway Capacity Manual, which is the Highway Capacity Manual 2000 (Transportation Research Board 2000). The LOS for intersections is based on the average length of delays for all motorists at both signalized and un-signalized intersections.

TABLE 14 INTERSECTION LEVEL OF SERVICE DEFINITIONS

Level of Service Signalized Intersection Un-signalized Intersection

A Uncongested operations, all queues clear in a single-signal cycle. Delay < 10.0 sec

Little or no delay. Delay < 10 sec/vehicle

B Uncongested operations, all queues clear in a single cycle. Delay > 10.0 sec and < 20.0 sec

Short traffic delays. Delay > 10 sec/vehicle and < 15 sec/vehicle

C Light congestion, occasional backups on critical approaches. Delay > 20.0 sec and < 35.0 sec

Average traffic delays. Delay > 15 sec/vehicle and < 25 sec/vehicle

D Significant congestion of critical approaches, but intersection functional. Cars required to wait through more than one cycle during short peaks. No long queues formed. Delay > 35.0 sec and < 55.0 sec

Long traffic delays. Delay > 25 sec/vehicle and < 35 sec/vehicle

E Severe congestion with some long standing queues on critical approaches. Blockage of intersection may occur if traffic signal does not provide for protected turning movements. Traffic queue may block nearby intersection(s) upstream of critical approach(es).

Very long traffic delays, failure, extreme congestion. Delay > 35 sec/vehicle and < 50 sec/vehicle



TABLE 14 INTERSECTION LEVEL OF SERVICE DEFINITIONS

Level of Service Signalized Intersection Un-signalized Intersection

Delay > 55.0 sec and < 80.0 sec

F Total breakdown, stop-and-go operation. Delay > 80.0 sec

Intersection blocked by external causes. Delay > 50 sec/vehicle

Source: Transportation Research Board 2000. Because the stadium is primarily intended to host Friday night football games, the assessment of current traffic conditions primarily focuses on conditions occurring on Fridays before a game. While the volume of stadium related traffic occurring before and after events might be similar, the arrival period is the focus of this assessment because background traffic volumes would be expected to be greatest at that time. Therefore, intersection turning movement counts were made on a Friday evening during the period before a game (i.e., 6:00 to 8:00 p.m.). Data was collected under the “No Major School Activity” condition on May 15, 2015. The highest traffic volume hour occurred from 6:00 to 7:00 p.m. The following 8 intersections have been evaluated as part of traffic study:

1. Broadstone Parkway / Scholar Way 2. Broadstone Parkway / Serpa Way intersection 3. Broadstone Parkway / West Campus Driveway intersection 4. Broadstone Parkway / Golf Links Drive intersection 5. Broadstone Parkway / Russell Drive / School Access intersection 6. Broadstone Parkway / Stockman Circle / School Access 7. Broadstone Parkway / Carpenter Hill Road intersection 8. Broadstone Parkway / Empire Ranch Road intersection

Table 15 presents a summary of existing Levels of Service occurring at the study intersections during the evening analysis time period. All study intersections currently operate at LOS B or better. Thus current conditions satisfy the City of Folsom’s minimum LOS C standard.

TABLE 15 EXISTING INTERSECTION LEVELS OF SERVICE

Intersection Control

Existing Conditions Average Delay (sec)

Level of Service

Broadstone Pkwy / Scholar Way All-Way Stop 13 B Broadstone Pkwy / Serpa Way All-Way Stop 12 B Broadstone Pkwy / West Access (overall) NB right turn

NB Stop

(0) 10

(A) A

Broadstone Pkwy / Golf Links Drive Signal 18 B Broadstone Pkwy / Russell Drive / Access

Signal 8 A

Broadstone Pkwy / Stockman Cir / Access

Signal 13 B

Broadstone Pkwy / Carpenter Hill Road (overall) NB left+thru+right

NB/SB Stop

(1) 11

(A) B



TABLE 15 EXISTING INTERSECTION LEVELS OF SERVICE


Existing Conditions Average Delay (sec)

Level of Service

SB left+thru+right 9 A Broadstone Pkwy / Empire Ranch Road

All-Way Stop 9 A

METHODOLOGY AND STUDY SCENARIOS

Traffic operating conditions under the following scenarios were analyzed in the Traffic Study: Existing Conditions: Year 2015 conditions with regular Friday evening activity at Vista del

Lago HS but no event in the stadium; Existing Conditions Plus Typical Project Event: Year 2015 Friday evening conditions with a

football game generating the attendance that typically occurs for Vista del Lago games (i.e., 1,250 persons);

Existing Conditions Plus Major Event: Year 2015 Friday evening conditions with football game and a “worst case” attendance for all persons (i.e., seated attendees, staff, etc. of 3,500 persons). Under this scenario it is assumed that all seats are at capacity and some persons are standing.

Cumulative No Project Conditions: Year 2035 Cumulative Friday evening conditions without the proposed project;

Cumulative Conditions Plus Typical Project Event: Year 2035 Cumulative Friday evening conditions with typical football game; and

Cumulative Conditions Plus Major Event. Year 2035 Cumulative Friday evening conditions with “worst case” occupancy of the Vista del Lago HS Stadium project (i.e., 3,500 persons). Under this scenario it is assumed that all seats are at capacity and some persons are standing.

Year 2035 Cumulative conditions under the Folsom General Plan are a long-term background condition with future year traffic forecasts based on development of surrounding land uses and roadway network improvements contemplated under the General Plan. The 2035 scenario assumes development of the residential areas surrounding Vista del Lago HS and completion of the US 50 / Empire Ranch Road interchange. The amount of additional traffic on a particular section of the street network is dependent upon three factors:

Trip Generation, the number of new trips generated by the project, Trip Distribution, the direction of travel for the new traffic, and Trip Assignment, the specific routes used by the new traffic, including consideration of the

route of travel to parking areas. Trip Generation. For this analysis it has been assumed that the traffic volumes observed before and after a varsity football game are in proportion to the game’s attendance. Table 16 presents trip generation rates for the hourly period before and after a game on a “per 100 spectators” basis. As indicated, the highest volume of traffic occurred in the hours surrounding the end of the game, with lower rates observed during the period before the varsity game began.



Applying the observed trip generation rates to the assumed use of the Vista del Lago HS Stadium suggests that a typical football game with 1,250 persons in attendance could generate 274 trips in the hour before the start of the varsity game and 561 trips in the hour at the end of the varsity game. The trip generation with greater attendance has been estimated using the same rates. An event with 3,500 persons could generate 767 trips in the hour before a game and 1,570 trips in the hour when a game ends. The trip generation associated with the regular operation of Vista Del Lago High School has also been estimated for comparison and is 930 trips in the morning peak hour and 605 trips in the afternoon.

TABLE 16: TRIP GENERATION RATES / FORECASTS FOR VISTA DEL LAGO STADIUM PROJECT

Land Use Attendance

Trips and Trips per unit Before Football Game (6:00 to 7:00 p.m.)

After Football Game (9:00 to 10:00 p.m.)

In Out Total In Out Total Observed Football Game

Per 100 attendees

15.25 6.67 21.92 15.49 29.37 44.86

Regular Event 1,250 191 83 274 194 367 561 Worst Case Attendance

3,500 534 233 767 542 1,028 1,570

Typical Traffic Associated with Vista del Lago HS

Parameter Enrollment AM Peak Hour After School Low High Average Low High Average

“Average” HS (1) Per student 0.14 1.15 0.43 0.10 0.74 0.29 Suburban HS’s Per student - - 0.60 - - 0.39 Vista del Lago HS 1,550 students 930 605

(1) Source: Trip Generation, 9th Edition, ITE, 2012 Trip Distribution. The directional distribution of stadium trips in the period before a varsity football game will be dependent on two factors:

The location of student residences within the Vista del Lago HS attendance boundary, and The origin of that night’s opponent.

The trips generated by Vista del Lago students, parents and supporters could be expected to follow consistent patterns from game to game to game. The attendance boundaries for Vista del Lago HS were reviewed and used to determine the relative use of routes to the site. The trips generated by the visiting team could change based on the most identifiable routes available from various locations in the Sacramento region. Once the pending US 50 / Empire Ranch Road interchange is opened, is likely that most opponents will view US 50 to Empire Ranch Road as the most direct route, although visitors originating in communities north of Folsom would continue to arrive from the north. The resulting trip distribution percentages applied in this traffic impact study are presented in Table 17.



TABLE 17: TRIP DISTRIBUTION ASSUMPTIONS

Share of Total Traffic Existing Conditions Year 2035

North

Scholar Drive 15% 7½% Golf Links Drive 25% 25% Empire Ranch Road 20% 20%

South

Serpa Way 5% 5% Empire Ranch Road 5% 20%

West Broadstone Parkway 30% 22½% Total 100% 100%

Trip Assignment. Traffic that would be generated by the proposed project will have origin or destination at the school site’s parking supply or on-street parking and will be oriented to the streets that provide access to the available parking supply and to the student loading drop off areas. The parking areas that will be employed for football games are dependent on the number of expected attendees. As noted later in this report in the assessment of parking impacts, the 1,250 attendees assumed under typical conditions would create a demand for parking that can be accommodated on the school site and most trips would have an end in the school’s parking lots. Conversely, if the 3,500 persons were at the campus, the anticipated parking demand would make use of on-site parking, parking along Broadstone Parkway, and on-street parking spaces in adjoining residential neighborhoods. The trip assignment for these facilities reflects the available route but recognizes that some trips may made onto the site before leaving to an available off-site parking space once the on-site lots fill. Trip assignment tables and figures are included in the full Traffic Study in Appendix C. EXISTING PLUS PROJECT LEVEL OF SERVICE (LOS) ANALYSIS FOR THE PROJECT SCENARIOS Table 18 shows the results of the traffic analysis for the project scenarios which includes both the typical event (1,250 attendees) and a major event (3,500 attendees). Under both scenarios, the level of service on the surrounding intersections does not fall below LOS C.



TABLE 18: EXISTING PLUS PROJECT INTERSECTION LEVELS OF SERVICE


Existing Conditions

With Project

Before Event After Event

1,250 person attendance

3,000 seats 3,500 person attendance


Average Delay (sec)

Level of Service

Average Delay (sec)

Level of Service

Average Delay (sec)

Level of Service

Average Delay (sec)

Level of Service

Broadstone Pkwy / Scholar Way All-Way Stop

13 B 14 B 19 C 14 B

Broadstone Pkwy / Serpa Way All-Way Stop

12 B 13 B 17 C 13 B

Broadstone Pkwy / West Access (overall) NB right turn

NB Stop

(0) 10

(A) A

(0) 10

(A) A

(0) 10

(A) B

(1) 10

(A) B

Broadstone Pkwy / Golf Links Drive Signal 18 B 18 B 19 B 19 B Broadstone Pkwy / Russell Drive / Access

Signal 8 A 11 B 13 B 18 B


Signal 13 B 19 B 23 B 29 C

Broadstone Pkwy / Carpenter Hill Road (overall) NB left+thru+right SB left+thru+right

NB/SB

Stop

(1) 11 9

(A) B A

(1) 11 10

(A) B A

(1) 13 11

(A) B B

(2) 15 11

(A) C B

Broadstone Pkwy / Empire Ranch Road

All-Way Stop

9 A 10 A 10 B 10 B



CUMULATIVE PLUS PROJECT ANALYSIS Conditions forecast for the Year 2035 represent a long-term future background condition. Development of land uses and roadway improvements associated with the development under the City of Folsom General Plan are assumed in this condition. The data presented here is based on traffic volume forecasts from the recent Russell Ranch Project DEIR traffic study3. Roadway Improvements While the study area street system has been constructed to its ultimate width, two local area circulation system improvements will have been constructed under the year 2035 conditions:

1. US 50 / Empire Ranch Road interchange: the interchange will provide the east Folsom – west El Dorado Hills area with another access to US 50.

2. Empire Ranch Road / Broadstone Parkway traffic signal. Intersection Levels of Service Under Cumulative Plus Project Scenarios Table 19 presents the peak hour Level of Service at each study intersection under Year 2035 or cumulative conditions both with and without the Vista del Lago HS stadium project.

3 Traffic Impact Analysis for Russell Ranch Project, Fehr & Peers, 2014



TABLE 19: YEAR 2035 INTERSECTION LEVELS OF SERVICE


Year 2035 Base

With Project

Before Event After Event

1,250 person attendance


3,000 Seats 3,500 person attendance

Average Delay (sec)

Level of

Service

Average Delay (sec)

Level of Service

Average Delay (sec)

Level of

Service Average

Delay (sec)

Level of

Service Broadstone Pkwy / Scholar Way All-Way

Stop 14 B 15 B 18 C 12 B

Broadstone Pkwy / Serpa Way All-Way Stop

12 B 13 B 15 C 12 B

Broadstone Pkwy / West Access (overall) NB right turn

NB Stop

(0) 9

(A) A

(0) 10

(A) A

(0) 10

(A) B

(1) 10

(A) B

Broadstone Pkwy / Golf Links Drive Signal 19 B 19 B 19 B 18 B Broadstone Pkwy / Russell Drive / Access

Signal 8 A 12 B 14 B 19 B


Signal 10 B 16 B 20 C 23 C

Broadstone Pkwy / Carpenter Hill Road (overall) NB left+thru+right SB left+thru+right

NB/SB Stop

(1) 11 10

(A) B B

(1) 12 12

(A) B B

(1) 14 15

(A) B B

(2) 16 16

(A) C C

Broadstone Pkwy / Empire Ranch Road

Signal 18 B 19 B 22 C 25 C



PARKING IMPACT ANALYSIS As part of the Traffic Study prepared for the project, an inventory and analysis of available parking was conducted. In addition, parking demand for the event scenarios was estimated. Based on the parking inventory, the following parking is available on the school site and at public on-street parking areas off the site.

TABLE 20 PARKING SUPPLY INVENTORY

Category Type Location Status Number of Spaces

On Site

Regular spaces Full time 604 Loading zones After 5:00

p.m. 16

Hardcourts Special events 140 Total 760

Public Streets Arterial Streets Broadstone Parkway from

Serpa Way to Longhorn Road With permit

420

Public Streets Local streets Stockman Circle

Neighborhood Full time

245

Carpenter Hill Road Neighborhood

Full time 90

Total 335 Overall total 1,515

Table 21 summarizes the stadium’s parking requirements under City of Folsom code and based on the parking ratio observed at Vista del Lago’s graduation. As indicated, at the City code requirement, the stadium with 3,000 seats would require 750 parking spaces. The parking ratio observed at graduation was used instead of the rate observed at Chavez HS to suggest maximum parking demand. The observed person per parking space ratio (i.e., 3.35 persons per vehicle) would generate 373 parked cars for a football game attended by 1,250 persons. A 3,500 person event would generate 1,045 parked cars.

TABLE 21 PARKING REQUIREMENTS

Attendance

Parking Code Ratio (person/space)

Parking Spaces Required

Observed Rate (person/space)

Probable Parking Demand (vehicles)

1,250 - - 3.35 373 3,000 4.0 750 3.35 895 3,250 (# of seats)

4.0 813 3.35 971

3,500 - - 3.35 1,045 2,420 (1) 3.35 722

(1) At 95% occupancy the 760 on-site parking spaces (i.e., 722 vehicles) could handle the demands of 2,420 attendees at 3.35 attendees per vehicle



Parking Supply / Demand Analysis. As shown, the parking demand associated with a “typical” football game (i.e., 1,250 persons) is 373 vehicles. This demand can be accommodated by the on-site parking supply without using the hardcourts, without parking in loading/drop-off areas and without parking along Broadstone Parkway. However, based on the street’s proximity to the stadium entrance, it is expected that a few attendees will choose to park along the portion of Stockman Circle immediately north of Broadstone Parkway. A “worst case” event with 3,500 attendees will fully utilize the on-site supply (“fully utilized” is 95% occupancy), and 724 vehicles will be parked on-site. Based on the distance to the stadium 247 vehicles will be parked along Broadstone Parkway. If the pattern observed during graduation holds, then 115 vehicles relating to the stadium event will be parked in adjoining neighborhoods if no specific parking controls are implemented. STANDARDS OF SIGNIFICANCE Policy 17.17 of the City of Folsom General Plan specifies that the City will strive to achieve at least an LOS C throughout the City. The policy acknowledges that during buildout, temporarily worse LOS may occur where roadway improvements have not been adequately phased as Citywide development proceeds. The current General Plan does not specifically provide thresholds of significance for intersection analysis; therefore, the following thresholds of significance are utilized for this analysis. Consistent with Appendix G of the CEQA Guidelines and the City’s General Plan, a significant impact would occur if the proposed project would result in any the following:

Cause an intersection in Folsom that currently operates (or is projected to operate) at LOS C or better to degrade to LOS D or worse.

Increase the average delay by five seconds or more at an intersection in Folsom that currently operates (or is projected to operate) at an unacceptable LOS D, E, or F.

Eliminate or adversely affect an existing bikeway, pedestrian facility, or transit facility in a way that would discourage its use.

Interfere with the implementation of a planned bikeway or planned pedestrian facility, or be in conflict with a future transit facility.

Result in unsafe conditions for bicyclists or pedestrians including conflicts with other modes.

Result in demands to transit facilities greater than available capacity. EVALUATION OF PARKING IMPACTS The significance of parking impacts has been evaluated based on satisfaction of City Parking Code requirements. A significant parking impact would occur if the calculated parking code requirement exceeds the available parking supply. The impact of operating the stadium has also been evaluated with regards to the probably parking demands created during events and the locations where those vehicles associated with attendees may choose to park based on the distance from the stadium entrance. While parking on public streets is not a significant impact under CEQA, this parking analysis is intended to note those locations where on-street parking may be used.



ASSESSMENT AND FINDINGS XVI. a) and b) Project Traffic Volumes, Level of Service and Operations. KD Anderson reviewed the project and concluded that the project’s traffic impact on level of service and traffic operations would not be significant. Under all study scenarios, the Existing Plus Project level of service continues to be above LOS C which is the City of Folsom’s standard for operations (see Table 18 preceding). Under cumulative plus project conditions (See Table 19 preceding), even a with a “worst case” major event of 3,500 attendees, the Traffic Study found that traffic operations would continue to function at LOS C or above. As such, traffic generation and impact on LOS and operations is less-than-significant and the proposed project does not conflict with adopted transportation or congestion management plans. XIV c) Air Traffic. The proposed project will not result in any changes to air traffic patterns. The site is not located near airports or included within the boundaries of an Airport Community Land Use Plan for an airport. No impact. XVI d) Emergency Access. The District has prepared an emergency access plan developed in coordination with the City of Folsom Fire Marshall. Impacts are less-than-significant. XVI e) Hazards. The proposed project does not create any new roadway design features or modify any existing features (e.g., sharp curves or dangerous intersections) which would present new roadway hazards. Impacts are less-than-significant. XVI f) Alternative Transportation. The project is not expected to have a significant impact on public transportation or bicycle transportation. The project may however, result in potential pedestrian impacts. While a typical football game would attract a limited number of pedestrians to the site, under the “worst case” condition appreciable pedestrian activity will occur between Vista del Lago HS and off-site parking locations. While adequate sidewalks exist along adjoining streets and crosswalks are provided, large numbers of pedestrians will be crossing at the signalized Broadstone Parkway intersections with Russell Drive and Stockman Circle. When large crowds are present pedestrians can tend to cross in conflict with the instructions provided by the traffic signal system. Because this pedestrian activity will occur at night at a time when peak traffic is exiting and entering the school, pedestrian/ vehicle conflicts are a potential safety impact at these locations with a “worst case” event. This is a significant impact which can be mitigated by the following: MITIGATION MEASURE TRANSPORTATION 1 - PEDESTRIAN SAFETY

1. For large events, station traffic control personnel at each corner of signalized school access intersections to direct pedestrians to adhere to the directions provided by the traffic signal system indications and to avoid entering the intersection after the flashing don’t walk indication has begun.

2. During worst case events consider temporarily prohibiting pedestrians in the west Broadstone Parkway crosswalk at the Stockman Circle intersection, as no direct pedestrian access into the school is available for the southwest corner of the intersection and using this crossing adds pedestrians across the school exit.

3. When the on-site parking lots are filled, post “Parking Lot Full” signs in advance of the school entrances to reduce the amount of additional traffic at the two intersections created by circulating motorists searching for a parking space.



With this mitigation, the impact is less than significant. XVI Other - Parking. The CEQA Guidelines Appendix G does not include impacts to parking and does not consider such an impact unless it conflicts with a transportation related plan or policy. However, the Traffic Study prepared for the project reviewed the City of Folsom’s parking requirements relative to the project. The traffic analysis determined that there were 760 parking spaces available on campus, and an estimated 755 spaces on public streets near the campus. The parking analysis (above), estimates that for the occasional “worst case” event of 3,500 persons, some on-street parking would be utilized in addition to all available on-campus parking. Although CEQA does not consider the use of on-street parking on public streets to be an impact, it is recommended that the District voluntarily take action to reduce the number of vehicles parking in adjoining residential neighborhoods for events which exceed an estimated 3,000 persons in attendance (note per the City Parking Code, the campus has 760 on-site spaces which meets the code requirement for an event of 3,000 persons). RECOMMENDED TRANSPORTATION MITIGATION MEASURE 2 - PARKING For large events which are expected to have an attendance greater than 3,000 persons, the District shall:

1. As part of advertising and marketing, promotion of carpooling shall be encouraged. This may include dedicating some areas of the campus parking lot for “carpool -4 persons/car or more) only” spaces.

2. Coordinate with the City of Folsom to allow on street parking along Broadstone Parkway for Parking during “worst case” events to encourage full use of parking along Broadstone Parkway. In addition, consideration should be given to closing off Stockman Circle and north Carpenter Hill Road to all but local traffic during “worst case” events. A traffic control plan could be developed with the City of Folsom to preclude visitor vehicular access to the Stockman Circle neighborhood during worst case events, while making access available to residents.

3. Provide Visiting School with Parking Instructions. The visiting school could be provided with information for distribution to their parents noting the relative availability of on-site parking during worst case events, suggesting that Broadstone Parkway is the designated off-site parking area and asking that parents refrain from parking in neighborhoods adjoining the campus.



XVII. UTILITIES Would the project:



with Mitigation


Impact

No Impact

a) Exceed wastewater treatment requirements of the applicable Regional Water Quality Control Board?

X

b) Require or result in the construction of new water or wastewater treatment facilities or expansion of existing facilities, the construction of which could cause significant environmental effects?

X

c) Require or result in the construction of new storm water drainage facilities or expansion of existing facilities, the construction of which could cause significant environmental effects?

X

d) Have sufficient water supplies available to serve the project from existing entitlements and resources, or are new or expanded entitlements needed?

X

e) Result in a determination by the 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?

X

f) Be served by a landfill with sufficient permitted capacity to accommodate the project’s solid waste disposal needs?

X

g) Comply with federal, state, and local statutes and regulations related to solid waste?

X



ENVIRONMENTAL SETTING The proposed project is located on the Vista del Lago High School site, a developed school site, located within the City of Folsom. As such, the site is currently served by existing public services and facilities. The addition of stadium seating will not induce new growth (such as houses or new population); rather the project is designed to serve the existing student and community population. Water Service. Water service to the site is provided by the City of Folsom obtains all of its potable water supply from the Folsom Reservoir. The City’s current water rights amount to 34,000 acre-feet of raw water per year. Water is treated at the City treatment plant located on East Natoma Street and Randall Drive. This plant has a capacity of 50 million gallons per day (mgd). According to the City of Folsom’s General Plan Update Background Report on Public Facilities, “there are no current water quality concerns or problems with the City’s water quality.”4 Waste Water Treatment. The City of Folsom provides sewerage collection services to the site. All wastewater in the City of Folsom is treated by the Sacramento County Regional Sanitation District (SCRSD) at the regional treatment facility located in South Sacramento. The capacity of the treatment system is not expected to be reached until after 2030 with regional growth in the area. Storm Drainage. The City of Folsom Department of public works is responsible for stormwater management in the City of Folsom. The City operates and maintains an extensive storm drainage system, including about 200 miles of pipe, 23 miles of natural drainage channels/creeks, 60 flood control and/or water quality detention basins, and over 200 outfalls to creeks/rivers. The City is active in the Sacramento Stormwater Quality Partnership (SSQP) designed to reduce and manage run-off throughout the area. The City also holds and complies with a National Pollutant Discharge Elimination System (NPDES) permit for commercial projects (including schools) that create one acre or more of impervious surface and residential projects 20 acres and larger. The school site is served by a main collector line located on Broadstone Parkway. Solid Waste Disposal. Solid waste and recycling materials are collected by the City of Folsom Solid Waste Division. Most refuse from Folsom is sent to Keifer Landfill, a Class III landfill located at 12701 Kiefer Boulevard in Sloughhouse, about 11 miles south of Highway 50. The landfill is permitted to receive a maximum of 10,815 tons per day and as of 2005 it had remaining capacity of 112,900,000 cubic yards, with an estimated closure in the year 2064. 5 However, solid waste at the school sites are handled under contract by Allied Waste, a private hauler, for the Folsom Cordova Unified School District and the Prison; Allied takes materials to the Forward Landfill in Stockton. Utilities. Natural gas is supplied to the site by Pacific Gas and Electric (PG & E). Electrical

4 City of Folsom General Plan Update, Background Report, Chapter 8, Public Facilities and Services, Page 8-19. 2015 5 City of Folsom General Plan Update, Background Report, Chapter 8, Public Facilities and Services, Page 8-39. 2015



service will be provided by Sacramento Municipal Utility District (SMUD). STANDARDS OF SIGNIFICANCE For purposes of this environmental document, an impact is considered significant if the proposed project would result in the need for new or altered services related to water, sewer, wastewater treatment or solid waste facilities. For example, a project which will require the extension of a new wastewater treatment facility or the construction of new or substantially altered sewer trunk lines may be considered and environmental impact particularly if the construction of such facilities results in other physical impacts. ASSESSMENT AND FINDINGS XVII. a) through g) Utilities A project would have a significant impact if it results in the new construction of facilities which require substantial new public services or utilities or which would substantially alter existing services. This project does not involve the construction of new housing units or employment generating facilities which would require substantial new or expanded utilities such as expansion of existing water treatment facilities, new drainage facilities etc. The existing site is currently served by existing utilities including adequate water, wastewater and storm drainage services to the site. The project will result in a minor increase in water use and waste water generation from the routine and occasional peak use of the proposed restroom facilities to be located in the field house. Peak use, (i.e. a major event in the stadium) is expected to occur 4 to 6 times a year. The project includes a total of 16 new toilets/urinals in the field house. Given the treatment and collection capacity of the wastewater system serving the area, this is not considered a significant impact (See also Hydrology and Water Quality Section). Similarly, there is no evidence that the proposed project would individually or cumulatively exceed local water supplies. Thus, the project is not expected to overburden existing water distribution, waste water or storm drainage collection and treatment systems or exceed the capacity of a landfill site. Impacts water service, solid waste, wastewater services and utility systems are considered less-than-significant.



XVIII. MANDATORY FINDINGS OF SIGNIFICANCE


Impact


Impact with

Mitigation


Impact

No Impact

a) Does the project have the potential to 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, 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?

X

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)?

X

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

X

XVIII a) Substantial effects to habitat, fish, wildlife, plant species or eliminate important examples of California History or Pre-History With incorporation of the Mitigation Measures outlined in the MND, the project will have a less-than-significant effect on habitat, fish, wildlife, plants and historic and cultural resources. The only impacts in this area would be a possible impact related to discovery of human remains. Mitigation Measure Cultural 1 will reduce this impact to less-than significant. XVIII b) Cumulative Effects Cumulative effects refer to effects of the proposed project when combined with other



related projects were considered in analyzing the traffic, air, noise, public service and other impacts of the project. The Initial Study and MND analysis found that the proposed project would not result in any considerable contributions to cumulative impacts. Cumulative impacts would occur if the proposed project would substantially increase population or housing and the resulting growth would result in impacts to public services, open space and other natural resources. The proposed project is designed to serve the existing student and community population and is does not cause an increase in population, housing or growth which would adversely impact public services, open space or natural resources. XVIII b) Substantial Adverse Effects on Human Beings, either directly or indirectly? The proposed project site is not located on, or near, a hazardous materials site, a Special Flood Hazard Zone, or known fault zone or within an Airport Community Planning Area which would expose humans to substantial adverse effects. DETERMINATION Based on the above findings, the following Determination is made:

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

X

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 the project-specific mitigation measures described have been added to the project. 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.

___________________________________________________________________ _September 16, 2015 _ Signature Date Trish Davey, Planning Dynamics Group