Indirect Energy Use
Indirect energy use is the energy that is consumed during maintenance of the facility, and the maintenance of vehicles using the facility. Indirect energy use may also include peripheral energy effects, which includes the use of energy sources that are not used by the transportation system itself, but rather energy used as a result of changes in land use, population density, or transportation patterns that are induced by the project, which would affect the energy demand, supply, and distribution within the surrounding area.
However, because the project area is already urbanized and located along an existing transportation corridor, the project would not be expected to induce substantial changes in land use, population density, or transportation patterns that would increase energy demand, supply, or distribution.
To assess indirect energy use from maintenance of the project facility, as well as manufacturing and maintaining vehicles using the facility, energy use factors were obtained from Caltrans' Energy and Transportation Systems Handbook. These factors are shown in Table 2.2.8-11, Indirect Energy Use Factors.
Table 2.2.8-11: Indirect Energy Use Factors
Type of Indirect Energy Use
Indirect Energy Use Factor
Facility maintenance energy (urban roadway,
asphalt concrete pavement)
1.776 x108 BTU per Lane Mile
Vehicle maintenance energy (medium truck; sum of
oil: 594, tire: 366, and general maintenance and
repair: 1,186)
2,146 BTU per Mile
Source: ICF, Energy Analysis Report, January 2021.
As shown in Table 2.2.8-9, the facility maintenance energy use factor is the energy used to maintain an urban roadway with asphalt concrete pavement.
For vehicle manufacturing and maintenance, Caltrans' Energy and Transportation Systems Handbook includes energy use factors for light, medium, and heavy trucks. For this analysis, the energy use factors for medium trucks were used as an average for the various types of vehicles that Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 383 560
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures would use the project facility. Total vehicle maintenance energy is the sum of three factors: 1) the energy to produce the oil, 2) the energy to produce the tires, and 3) the energy to conduct general maintenance and repair. Indirect energy was calculated using indirect energy use factors provided by the Caltrans' Energy and Transportation Systems Handbook. For facility maintenance, the indirect energy use factor is 1.776 x108 BTU per lane mile for an urban roadway with asphalt concrete pavement. For the resource study area, this indirect energy use factor for facility maintenance was multiplied by the total lane distances of the I-10/Cherry Valley Boulevard study area (2.48 miles) and then by the number of lanes along the corridor under each scenario (i.e., 12 lanes under the No -Build Alternative, 27 lanes under Build Alternative 3, and 31 lanes under Build Alternative 4).
For the regional area, the number of lane miles in 2018 in the SCAG planning area (137,732.92 miles) was multiplied by the indirect energy use factor for facility maintenance to obtain estimates for facility maintenance energy use.
Although various types of roadways are in the SCAG planning area, the indirect energy use factor for an urban roadway with asphalt concrete pavement was used for the regional area to provide a general estimate of indirect energy use and simplify the calculations, thereby ensuring consistency with those for the study area. Build Alternatives 3 and 4 would have approximately 1.98 and 2.07 additional lane miles, respectively, compared with the No -Build Alternative. For this reason, the regional area energy was adjusted to include the additional energy that Build Alternatives 3 and 4 would require for facility maintenance above the No -Build scenario.
For vehicle maintenance, the indirect energy use factor is 2,146 BTU per mile for medium trucks. This indirect energy use factor is the sum of three factors:
1) oil energy, 2) tire energy, and 3) general maintenance and repair energy.
The energy use factor for medium trucks was used as an average for the various types of vehicles that would use the project facility. The indirect energy use factor for vehicle maintenance was multiplied by the annual VMT numbers for the study area provided by Caltrans and the regional area obtained from SCAG's 2020-2045 RTP/SCS.
Tables 2.2.8-12 and 2.2.8-13 show that both Build Alternatives 3 and 4 would result in an increase in indirect energy use in the project study area under Opening Year 2025 (totaling approximately 0.02 percent for Build Alternatives 3 and 4) and Design Year 2045 conditions (totaling approximately 0.001 percent for Build Alternative 3 and 0.002 percent for Build Alternative 4) compared with the No -Build Alternative. Tables 2.2.8-14 and 2.2.8-15 show that both Build Alternatives 3 and 4 would result in negligible changes in indirect energy use in the region in Opening Year 2025 and Design Year 2045 conditions compared with the No -Build Alternative. Both Build Alternatives 3 and 4 would not substantially contribute to indirect energy use at the regional level and would not be expected to result in permanent adverse indirect energy impacts. Build Alternatives 3 and 4 would be consistent with federal, Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 384 561
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures regional, and local plans and policies. Therefore, project implementation would not result in an inefficient, wasteful, or unnecessary consumption of energy. The Build Alternatives would not result in adverse effects in this regard.
Table 2.2.8-12: Indirect Energy Use in the Project Study Area (Opening Year 2025)
Alternative
Indirect
Energy for
Facility
Maintenance
(billion
BTUs)
Indirect
Energy for
Vehicle
Maintenance
(billion
BTUs)
Total
Indirect
Energy
Use
(billion
BTUs)
Numeric
Difference
between
Build
Alternatives
and No-
Build
Alternative
Percent
Difference
between
Build
Alternatives
and No -
Build
Alternative
No Build
Alternative
0.57 1,779.50
1,780.07
--
--
Build
Alternative 3 _
0.92 1,779.42
1,780.34
0.27 0.02
Build
Alternative 4
0.94 1,779.42
1,780.35
0.28 0.02
Source: ICF, Energy Analysis Report, January 2021.
Table 2.2.8-13: Indirect Energy Use in the Project Study Area (Design Year 2045)
Alternative
Indirect
Energy for
Facility
Maintenance
(billion
BTUs)
Indirect
Energy for
Vehicle
Maintenance
(billion
BTUs)
Total
Indirect
Energy
Use
(billion
BTUs)
Numeric
Difference
between
Build
Alternatives
and No-
Build
Alternative
Percent
Difference
between
Build
Alternatives
and No -
Build
Alternative
No -Build
Alternative
0.57 2,805.99
2,806.56
--
--
Build
Alternative 3
0.92 2,805.68
2,806.60
0.04 0.001
Build
Alternative 4
0.94 2,805.68
2,806.62
0.05 0.002
Source: ICF, Energy Analysis Report, January 2021.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 385 562
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Table 2.2.8-14: Indirect Energy Use in the SCAG Regional Area (Opening Year 2025)
Alternative
Indirect
Energy for
Facility
Maintenance
(billion
BTUs)
Indirect
Energy for
Vehicle
Maintenance
(billion
BTUs)
Total
Indirect
Energy
Use
(billion
BTUs)
Numeric
Difference
between
Build
Alternatives
and No-
Build
Alternative
Percent
Difference
between
Build
Alternatives
and No -
Build
Alternative
No Build
Alternative
24,461.37
352,536.01
376,997
--
--
Build
Alternative 3
24,462.29
352,536.01
376,998
0.92 0.002
Build
Alternative 4
24,462.30
352,536.01
376,998
0.94 0.002
Source: ICF, Energy Analysis Report, January 2021.
Table 2.2.8-15: Indirect Energy Use in the SCAG Regional Area (Design Year 2045)
Alternative
Indirect
Energy for
Facility
Maintenance
(billion
BTUs)
Indirect
Energy for
Vehicle
Maintenance
(billion
BTUs)
Total
Indirect
Energy
Use
(billion
BTUs)
Numeric
Difference
between
Build
Alternatives
and No-
Build
Alternative
Percent
Difference
between
Build
Alternatives
and No -
Build
Alternative
No -Build
Alternative
24,461.37
385,460.41
409,922
--
--
Build
Alternative 3
24,462.29
385,460.41
409,923
0.92 0.0328
Build
Alternative 4
24,462.30
385,460.41
409,923
0.94 0.0333
Source: ICF, Energy Analysis Report, January 2021.
Avoidance, Minimization, and/or Mitigation Measures
No measures are proposed.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 386 563
Chapter 2 • Affected Environment, Environmental Consequences, Item 9.
and Avoidance, Minimization, and/or Mitigation Measures
2.3 Biological Environment
2.3.1 Natural Communities
This section of the document discusses natural communities of concern. The focus of this section is on biological communities, not individual plant or animal species. This section also includes information on wildlife corridors and habitat fragmentation. Wildlife corridors are areas of habitat used by wildlife for seasonal or daily migration. Habitat fragmentation involves the potential for dividing sensitive habitat and thereby lessening its biological value.
Habitat areas that have been designated as critical habitat under the Federal Endangered Species Act are discussed below in the Threatened and Endangered Species Section 2.3.5. Wetlands and other waters are also discussed below in Section 2.3.2.
Affected Environment
This section is based upon the Natural Environment Study (Minimal Impacts) (NES-MI) prepared for the project dated December 2020.
For the purposes of this analysis, a biological study area (BSA) was established for the project; refer to Figure 2.3.1-1, Biological Study Area. The BSA is comprised of a 500 -foot buffer surrounding the combined grading limits of Build Alternatives 3 and 4.
Existing Conditions
Eight special -status natural vegetation communities were identified by the California Natural Diversity Database (CNDDB) during the records search as occurring in the USGS Beaumont, El Casco, Forest Falls, and Yucaipa, California 7.5 -minute quadrangles: Canyon Live Oak Ravine Forest, Riversidian Alluvial Fan Sage Scrub, Southern Coast Live Oak Riparian Forest, Southern Cottonwood Willow Riparian Forest, Southern Riparian Forest, Southern Riparian Scrub, Southern Sycamore Alder Riparian Woodland, and Southern Willow Scrub. However, none of these natural communities of special concern were found within the BSA during the field surveys. There are 10 vegetation communities that were observed during the field survey within the BSA. Additionally, the BSA were observed to contain four land cover types: open water, ornamental, disturbed habitat, and developed. Through delineation using aerial photographs, and then later digitized, these vegetation communities and the land cover types were quantified by existing acreage within the BSA. These calculations are listed within Table 2.3.1-1, Existing Vegetations and Figure 2.3.1-2, Vegetation Communities and Other Land Uses. It should be noted that one vegetation community listed, the Cuyamaca Cypress Stands, is identified as a Special - Status Plant Species.
Interstate 10/Cherry Valley Boulevard Interchange Project • 387 564
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Figure 2.3.1-1: Biological Study Area
INITIAL STUDY/ENVIRONMENTAL ASSESSMENT
INTERSTATE 1 D/CHERRY VALLEY BOULEVARD INTERCHANGE PROJECT Q0 350 700
�FeE�
Biological Study Area
Figure 2.3.1-1
Interstate 10/Cherry Valley Boulevard Interchange Project • 388 Item 9.
565
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Table 2.3.1-1: Existing Vegetation
Vegetation Types and Other Areas in the BSA
Existing Acres
Scrub Oak Chaparral (Quercus berberidifolia Shrubland Alliance)
4.49 California Buckwheat Scrub (Eriogonum fasciculatum Shrubland Alliance)
0.81 Disturbed California Buckwheat Scrub (Eriogonum fasciculatum Shrubland Alliance)
2.06 Cuyamaca Cypress Stands (Hesperocyparis stephensonii Woodland Special Stands)
0.17 Mule Fat Thickets (Baccharis salicifolia Shrubland Alliance)
0.12 Disturbed California Sagebrush — (purple sage) Scrub (Artemisia californica — [Salvia Ieucophylla] Shrubland Alliance)
0.60 Wild Oats and Annual Brome Grasslands (Avena spp. - Bromus s . Herbaceous Semi -Natural Alliance
23.49 Disturbed Wild Oats and Annual Brome Grasslands (Avena spp. - Bromus spp. Herbaceous Semi -Natural Alliance)
10.29 Planted Oak Tree Grove (Quercus agrifolia Forest and Woodland Alliance)
0.25 Eucalyptus — Tree of Heaven — Black Locust Groves (Eucalyptus spp. - Ailanthus altissima - Robinia pseudoacacia Woodland Semi- Natural Alliance)
10.22 Open Water
0.79 Ornamental
4.26 Disturbed Habitat
127.86
Developed
102.69
Source: Michael Baker International, Natural Environment Study (Minimal Impacts) (December 2020).
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 389 566
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Figure 2.3.1-2: Vegetation Communities and Other Land Uses r 0 350 700
Feet
Legend
Biological Study Area
I Scrub Oak Chaparral
(4.49 acres)
- California Buckwheat
Scrub (0,81 acre)
Disturbed Califomia
Buckwheat Scrub
(2.06 acres)
Cuyamaca Cypress
Stands (0.17 acre)
Mule Fat Thickets
(0.12 acre)
1 Disturbed California
Sagebrush - California
Buckwheat Scrub
(0.60 acre)
Wild Oats and
Annual Brame
Grasslands
(23 49 acres)
Disturbed Wild Oats
and Annual Brame
Grasslands
(10.29 acres)
1 Planted Oak
Tree Grove (0.25 acre)
Eucalyptus -
Tree of Heaven -
Black Locust Groves
(10.22 acres)
- Open Water (0.79 acre)
Ornamental (4.26 acres)
Disturbed Habitat
(127.80 acres)
- Developed (102.69 acres;
• Cuyamaca Cypress
(Hespemcyparis
stephensonTE
CRPR 1E1)
• Southern California
Black Walnut
(Jugtans califomica;
CRPR 4.2)
INITIAL STUDY/ENVIRONMENTAL ASSESSMENT
INTERSTATE 10/CHERRY VALLEY BOULEVARD INTERCHANGE PROJECT Vegetation Communities and Other Land Uses
0112521 017162171
Interstate 10/Cherry Valley Boulevard Interchange Project • 390 Figure 2.3.1-2
Item 9.
567
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Scrub Oak Chaparral (4.49 acres)
Scrub oak chaparral (Quercus berberidifolia Shrubland Alliance) encompasses approximately 4.49 acres of the BSA. Specifically, this vegetation community can be found on the open parcels located to the south of Roberts Road and south of the Cherry Valley Boulevard, within the central portion of the BSA. Inland scrub oak (Quercus berberidifolia) is the dominant plant species in this vegetation community with chamise (Adenostoma fasciculatum), holly leaf cherry (Prunus ilicifolia), and redberry buckthorn (Rhamnus crocea) occurring at lower densities. California buckwheat (Eriogonum fasciculatum), turkey -mullein (Croton setiger), short podded mustard (Hirschfeldia incana), and various non-native grasses also occur within the understory.
California Buckwheat Scrub (0.81 acres)
Approximately 0.81 acre of California buckwheat scrub (Eriogonum fasciculatum Shrubland Alliance) vegetation occurs within the BSA, on the parcels located to the south of Cherry Valley Boulevard and north of 1-10, in the eastern portion of the BSA. This vegetation community is intermixed with the wild oats and annual brome grasslands and is dominated by California buckwheat. Other plant species observed within this vegetation community include deerweed (Acmispon glaber), turkey -mullein, short podded mustard and various non-native grasses.
Disturbed California Buckwheat Scrub (2.06 acres)
Disturbed California buckwheat scrub vegetation (Eriogonum fasciculatum Shrubland Alliance) encompasses various portions of the BSA located to the north and south of 1-10. Disturbances within this vegetation community have occurred as a result of past agricultural uses, weed abatement, illegal trash dumping, and off -road vehicle uses. This vegetation community is comprised of scattered patches of California buckwheat intermixed with Russian thistle (Salsola tragus), short podded mustard, and various non-native grasses.
Cuyamaca Cypress Stands (0.17 acres)
Approximately 0.17 acre of Cuyamaca cypress stands (Hesperocyparis stephensonii Woodland Special Stands) occurs within the western portion of the BSA, to the south of 1-10 and north of Roberts Road. This vegetation community is dominated by Cuyamaca cypress (Hesperocyparis stephensonii), a California Rare Plant Rank (CRPR) 16.1 species. In addition, Cuyamaca cypress stands have a State rank of S1; "critically imperiled in the State because of extreme rarity (often five or fewer occurrences) or because of some factor(s) such as very steep declines making it especially vulnerable to extirpation from the State/province." 49 individuals of Cuyamaca cypress were recorded within the western portion of the BSA. In addition, multiple individuals were observed surrounding the commercial property located to the north of Roberts Road, within and outside of the BSA.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 391 568
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures According to the NES-MI, cypresses have been located north of Roberts Road since 1996. Cuyamaca cypress is the rarest cypress in California and is only known from just four locations in San Diego County. Cuyamaca cypress is known to occur at elevations ranging from 3,396 to 5,594 feet above mean sea level (amsl) and is restricted to gabbroic soils. It appears that the Cuyamaca cypress stands that occur within the western portion of the BSA, have been ornamentally planted at some point in the past; the cypresses occur well outside their known elevation range and the soils present are not gabbroic and instead consist of sandy loam and gravelly loamy fine sand substrates. In addition, the Cuyamaca cypress is known only to occur in San Diego County, which further suggests that this vegetation community does not naturally occur within the western portion of the BSA and is instead an ornamentally planted community.
Mule Fat Thickets (0.12 Acre)
Approximately 0.12 acre of mule fat thickets (Baccharis salicifolia Shrubland Alliance) occur within the northwest portion of the BSA, to the south of 1-10 and north of Roberts Road. This vegetation community is dominated by mule fat (Baccharis salicifolia). Saplings of tree of heaven (Ailanthus altissima) occur intermixed with the mule fat. Short podded mustard and various non- native grasses comprise the understory of this vegetation community.
Disturbed California Sagebrush — (purple sage) scrub (0.60 Acre) Approximately 0.60 acre of disturbed California sagebrush — (purple sage) scrub (Artemisia californica — [Salvia leucophylla] Shrubland Alliance) vegetation occurs along a small hillside located to the east of Calimesa Boulevard and north of Cherry Valley Boulevard. In addition, this vegetation community occurs in the western portion of the BSA, to the north of Roberts Road and south of 1-10. California sagebrush (Artemisia californica) and California buckwheat are co -dominant species within this disturbed vegetation community. Non-native grasses and short podded mustard can be found intermixed with the California sagebrush and California buckwheat.
Disturbances within this vegetation community are primarily a result of weed abatement.
Wild Oats and Annual Brome Grasslands (23.49 Acres)
The wild oats and annual brome grasslands vegetation community (Avena spp. - Bromus spp. Herbaceous Semi -Natural Alliance) comprises approximately 23.49 acres of the BSA. The wild oats and annual brome grasslands can be found in the southeast portion of the BSA, to the north of 1- 10, and central portion of the BSA, to the south of 1-10. This vegetation community is primarily dominated by non-native plant species which include ripgut brome (Bromus diandrus), slender oat (Avena barbata), wild oat (Avena fatua), foxtail brome (Bromus madritensis ssp. rubens), red stemmed filaree (Erodium cicutarium), pigweed amaranth (Amaranthus albus), and short podded mustard.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 392 569
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Disturbed Wild Oats and Annual Brome Grasslands (10.29 Acres) The disturbed wild oats and annual brome grasslands vegetation community (Avena spp. - Bromus spp. Herbaceous Semi -Natural Alliance) encompasses approximately 10.29 acres of the BSA. The non-native plant species that dominate this vegetation community occur sparsely throughout and are in poor condition as a result of on -going weed abatement activities and historical agricultural uses. Additionally, a higher concentration of non-native, herbaceous plant species occurs throughout and include red stemmed filaree, pigweed amaranth, short podded mustard, Russian thistle, and prickly lettuce (Lactuca serriola).
Planted Oak Tree Grove (0.25 Acre)
A planted oak tree grove (Quercus agrifolia Forest and Woodland Alliance) consisting of California live oak (Quercus agrifolia) can be found within the central portion of the BSA. The oaks are located adjacent to Calimesa Boulevard paralleling 1-10 and to the south of Calimesa Boulevard and north of 1-10.
Eucalyptus — Tree of Heaven — Black Locust Groves (10.22 Acres) Approximately 10.22 acres of eucalyptus — tree of heaven — black locust groves (Eucalyptus spp. - Ailanthus altissima - Robinia pseudoacacia Woodland Semi -Natural Alliance) occur within the BSA. This natural community occurs within the southeast portion of the BSA, to the north of 1-10 and south of Cherry Valley Boulevard, within the central portion of the BSA in between the 1-10 east off -ramp and Roberts Road, and within the northwest portion of the BSA, to the south of 1-10 and north of Roberts Road. Tree of heaven, black locust (Robinia pseudoacacia), and eucalyptus (Eucalyptus spp.) dominate the canopy of this vegetation community. Within the southeast portion of the BSA, a few individuals of cottonwood (Populus fremontii) and mule fat can be found intermixed with the tree of heaven and eucalyptus.
Open Water (0.79 Acre)
Approximately 0.79 acre of open water occur within the southeast portion of the BSA, to the south of Desert Lawn Drive and east of Plantation Drive.
Specifically, the open water consists of the artificial pond that occurs within the Plantation on the Lake residential community.
Ornamental [4.26 Acres)
Approximately 4.26 acres of ornamental vegetation occurs throughout the BSA. The ornamental vegetation primarily consists of carrotwood (Cupaniopsis anacardioides), China berry tree (Melia azedarach), olive (Olea europaea), black locust, pine (Pinus spp.), Peruvian pepper tree (Schinus molle), Brazilian pepper tree (Schinus terebinthifolius), Siberian elm (Ulmus pumila), and Mexican fan palm (Washingtonia robusta).
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 393 570
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Disturbed Habitat (127.86 Acres)
Disturbed habitat areas comprise approximately 127.86 acres of the BSA.
Disturbed habitat within the BSA has been physically disturbed by anthropogenic activities (e.g., routine weed abatement, historical agricultural activities, illegal trash dumping, and off -road vehicle uses). Surface soils within these areas have been heavily compacted/disturbed, are generally devoid of vegetation, or support non-native and ruderal/weedy plant species.
Vegetation that is present primarily consists of non-native plant species including pigweed amaranth, wild oat, Pacific false bindweed (Calystegia purpurata ssp. purpurata), tocalote (Centaurea melitensis), lamb's quarters (Chenopodium album), red stemmed filaree, prostrate sandmat (Euphorbia prostrata), short podded mustard, stinknet (Oncosiphon piluliferum), and puncture vine (Tribulus terrestris).
Developed (102.69 Acres)
Developed areas make up approximately 102.69 acres of the BSA and consist of areas that have been constructed upon or have been physically altered to a degree that native vegetation is no longer supported. Developed areas within the BSA are permanent or semi -permanent structures, paved, or impervious surfaces (i.e., 1-10 and associated on- and off -ramps, Calimesa Boulevard, Coit Avenue, Cherry Valley Boulevard, Roberts Road, Cooper Drive, Desert Lawn Drive, Plantation Drive, Peachtree Lane, the Rancho Calimesa Mobile Home Ranch, the Plantation on the Lake residential community, existing rural residential and commercial properties, and ongoing residential development).
Habitat Connectivity
Habitat linkages are key features for wildlife movement between habitat patches. Wildlife corridors are generally defined as those areas that provide opportunities for individuals or local populations to conduct seasonal migrations, permanent dispersals, or daily commutes, while linkages generally refer to broader areas that provide movement opportunities for multiple keystone/focal species or allow for propagation of ecological processes (e.g., for movement of pollinators), often between areas of conserved land.
There are no known designated Western Riverside Multiple Species Habitat Conservation Plan (WR-MSHCP) Criteria Cells, habitat linkages, or designated conservation areas within the BSA. Further, wildlife movement within and adjacent to the BSA potentially occurs within the ephemeral drainage features that connect to the surrounding interior areas, foothills, and mountain ranges. The north, east, and western portions of the BSA and surrounding areas consists of relatively undisturbed natural habitats which allows wildlife to move freely across the BSA to surrounding habitats. These areas provide movement opportunities for coyote, bobcat (Lynx rufus) as well as providing suitable nesting/foraging habitat for a variety of seasonal bird species that migrate through the region.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 394 571
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Environmental Consequences
Temporary Impacts
No -Build Alternative
No transportation improvements would occur under the No -Build Alternative; therefore, the No -Build Alternative would not impact natural communities.
Build Alternatives 3 and 4
As described above, 10 natural vegetation communities were observed within the BSA: the Scrub Oak Chaparral (Quercus berberidifolia Shrubland Alliance), California Buckwheat Scrub (Eriogonum fasciculatum Shrubland Alliance), Disturbed California Buckwheat Scrub (Eriogonum fasciculatum Shrubland Alliance), Cuyamaca Cypress Stands (Hesperocyparis stephensonii Woodland Special Stands), Mule Fat Thickets (Baccharis salicifolia Shrubland Alliance), Disturbed California Sagebrush — (purple sage) Scrub (Artemisia californica — [Salvia leucophylla] Shrubland Alliance), Wild Oats and Annual Brome Grasslands (Avena spp. - Bromus spp. Herbaceous Semi -Natural Alliance), Disturbed Wild Oats and Annual Brome Grasslands (Avena spp. - Bromus spp. Herbaceous Semi -Natural Alliance), Planted Oak Tree Grove (Quercus agrifolia Forest and Woodland Alliance), and Eucalyptus — Tree of Heaven — Black Locust Groves (Eucalyptus spp. - Ailanthus altissima - Robinia pseudoacacia Woodland Semi -Natural Alliance).
Of these 10 communities, the Cuyamaca cypress stands is the only natural community that is considered a natural community of special concern.
According to the NES-MI, the Build Alternatives have the potential to result in indirect impacts to this special -status vegetation community related to fugitive dust or spread of non-native seeds. Adherence to Caltrans Standard Specifications Section 14-10.01, General (Solid Waste Disposal and Recycling), would ensure project materials are not cast from the project site into nearby habitats and project related debris, spoils, and trash are contained and removed to a proper disposal facility. Caltrans Standard Specifications Section 18-1.03A, General (Dust Palliatives), would ensure dust control during project construction. Refer to Section 2.3.6 for a discussion regarding invasive species. Additionally, workers will receive environmental awareness training prior to the initiation of work (Measure NC -1) and construction equipment shall be inspected and cleaned prior to use in the project area to minimize the importation of non-native plant material (Measure NC -2). Thus, based on the NES-MI, it was determined that the Build Alternatives would have "no effect" on the Cuyamaca cypress stands and no compensatory mitigation would be required.
In addition, an ornamentally planted oak tree grove consisting of California live oak is located within the central portion of the BSA, to the south of Calimesa Boulevard. If implementation of the Build Alternatives would require tree removal/pruning of California live oak and it is determined that the project is not exempt from the oak tree permit requirements per Section 18.80.030 of the City of Calimesa Zoning Code, an application for oak tree Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 395 572
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures removal/encroachment permit shall be obtained prior to the initiation of project activities (Measure NC -3).
Permanent Impacts
No -Build Alternative
No transportation improvements would occur under the No -Build Alternative; therefore, the No -Build Alternative would not result in permanent impacts on natural communities.
Build Alternatives 3 and 4
As stated above, the Cuyamaca cypress stands are considered to be a natural community of special concern. Based on the NES-MI, permanent impacts to the Cuyamaca cypress stands are not anticipated. Therefore, permanent impacts as a result of implementation of the Build Alternatives would not be adverse.
Table 2.3.1-2: Build Alternative 3 Impacts to Vegetation Communities and Other Land Uses
Vegetation Communities/Land Use Types
Temporary
(acres)
Permanent
(acres)
Scrub Oak Chaparral (Quercus berberidifolia Shrubland
Alliance)
0.00 0.06
California Buckwheat Scrub (Eriogonum fasciculatum
Shrubland Alliance)
0.00 0.00
Disturbed California Buckwheat Scrub (Eriogonum
fasciculatum Shrubland Alliance)
0.22 0.30
Cuyamaca Cypress Stands (Hesperocyparis stephensonii
Woodland Special Stands)
0.00 0.00
Mule Fat Thickets (Baccharis salicifolia Shrubland Alliance)
0.00 0.00
Disturbed California Sagebrush - California Buckwheat Scrub - (purple sage) scrub (Artemisia californica - (Salvia Ieucophylla) Shrubland Alliance)
0.00 0.00
Wild Oats and Annual Brome Grasslands (Avena spp. -
Bromus spp. Herbaceous Semi -Natural Alliance)
0.00 0.30
Disturbed Wild Oats and Annual Brome Grasslands (Avena
spp. - Bromus spp. Herbaceous Semi -Natural Alliance)
0.00 0.22
Eucalyptus - Tree of Heaven - Black Locust Groves
(Eucalyptus spp. - Ailanthus altissima - Robinia pseudoacacia Woodland Semi -Natural Alliance)
0.00 0.28
Open Water
0.00 0.00
Ornamental
0.59 0.24
Planted Oak Tree Grove
0.21 0.002
Disturbed
6.09 14.61
Developed
16.89 9.08
TOTAL*
24.00 25.10
Source: Michael Baker International, Natural Environment Study (Minimal Impacts) (August 2020).
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 396 573
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Table 2.3.1-3: Build Alternative 4 Impacts to Vegetation Communities and Other Land Uses
Vegetation Communities/Land Use Types
Temporary
(acres)
Permanent
(acres)
Scrub Oak Chaparral (Quercus berberidifolia Shrubland
Alliance)
0.20 0.36
California Buckwheat Scrub (Eriogonum fasciculatum
Shrubland Alliance)
0.00 0.00
Disturbed California Buckwheat Scrub (Eriogonum
fasciculatum Shrubland Alliance)
0.66 0.41
Cuyamaca Cypress Stands (Hesperocyparis stephensonii
Woodland Special Stands)
0.00 0.00
Mule Fat Thickets (Baccharis salicifolia Shrubland Alliance)
0.00 0.00
Disturbed California Sagebrush - California Buckwheat Scrub - (purple sage) scrub (Artemisia californica - (Salvia
leucophylla) Shrubland Alliance)
0.00 0.00
Wild Oats and Annual Brome Grasslands (Avena spp. -
Bromus spp. Herbaceous Semi -Natural Alliance)
0.00 0.51
Disturbed Wild Oats and Annual Brome Grasslands (Avena
spp. - Bromus spp. Herbaceous Semi -Natural Alliance)
0.27 0.89
Eucalyptus - Tree of Heaven - Black Locust Groves
(Eucalyptus spp. - Ailanthus altissima - Robinia pseudoacacia Woodland Semi -Natural Alliance)
0.39 0.42
Open Water
0.00 0.00
Ornamental
0.32 0.23
Planted Oak Tree Grove
0.22 0.01
Disturbed
6.70 14.72
Developed
16.43 8.37
TOTAL*
25.19 25.92
Source: Michael Baker International, Natural Environment Study (Minimal Impacts) (August 2020).
There are no known designated WR-MSHCP Criteria Cells, habitat linkages, or designated conservation areas within the BSA. The Build Alternatives are not expected to impede wildlife movement through the BSA, specifically through the north, east, and western portions, and the project site would continue to provide opportunities for local wildlife movement and function as a corridor for highly mobile wildlife species.
Avoidance, Minimization, and/or Mitigation Measures
NC -1: Prior to the commencement of construction, a qualified biologist shall prepare and present a Workers Environmental Awareness Program (WEAP) training in Spanish and English to all
contractors, subcontractors, and workers expected to be on -site throughout the entire construction period. The WEAP shall include a brief review of any special -status vegetation communities and special -status species, including habitat requirements and where they might be found, and other
sensitive biological resources that could occur in and adjacent to the project. The WEAP shall address the biological mitigation Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 397 574
NC -2:
NC -3:
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures measures listed in the project's approved Mitigation Monitoring and Reporting Program, as well as applicable conditions and provisions of any associated environmental permits (e.g., Section 404 permit, Section 401 Certification, Section 1602 SAA), including but not limited to pre -construction biological surveys, pre -construction installation of perimeter sediment and erosion control best management practices per the RWQCB- approved Storm Water Pollution Prevention Plan, and any recurrent nesting bird surveys (as needed).
All construction equipment shall be inspected and cleaned prior to use in the project area to minimize the importation of non- native plant material. A weed abatement program shall be implemented should invasive plant species colonize the area within the limits of disturbance post -construction.
An application for an oak tree removal/encroachment permit shall be obtained prior to the initiation of project activities. A permit shall be issued by the Community Development Director for the removal, encroachment, or relocation of a protected oak tree(s) only if the director has made the following findings:
• A reasonable and conforming use of the property justifies the removal of trees.
• No other permit for removal of an oak tree on the same property has been issued within the prior one-year period. • The retention or relocation of the tree prevents reasonable use of the property on which it is located and, if required, the applicant has applied for any related discretionary or
ministerial permits for the proposed use of property or that the tree has been determined to be damaged or diseased by a licensed arborist, as documented in a report to be reviewed and approved by the Community Development Department.
• Replacement trees or acorns shall be planted to replace each tree that is removed, if feasible, based upon site
characteristics, or other appropriate mitigation shall be provided. [Ord. 342 § 3 (Exh. A), 2016].
2.3.2 Wetlands and Other Waters
Regulatory Setting
Wetlands and other waters are protected under a number of laws and regulations. At the federal level, the Federal Water Pollution Control Act, more commonly referred to as the Clean Water Act (CWA) (33 United States Code [USC] 1344), is the primary law regulating wetlands and surface waters. One purpose of the CWA is to regulate the discharge of dredged or fill material into Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 398 575
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures waters of the U.S., including wetlands. Waters of the U.S. include navigable waters, interstate waters, territorial seas, and other waters that may be used in interstate or foreign commerce. The lateral limits of jurisdiction over non - tidal water bodies extend to the ordinary high water mark (OHWM), in the absence of adjacent wetlands. When adjacent wetlands are present, CWA jurisdiction extends beyond the OHWM to the limits of the adjacent wetlands.
To classify wetlands for the purposes of the CWA, a three -parameter approach is used that includes the presence of hydrophytic (water -loving) vegetation, wetland hydrology, and hydric soils (soils formed during saturation/inundation). All three parameters must be present, under normal circumstances, for an area to be designated as a jurisdictional wetland under the CWA.
Section 404 of the CWA establishes a regulatory program that provides that discharge of dredged or fill material cannot be permitted if a practicable alternative exists that is less damaging to the aquatic environment or if the nation's waters would be significantly degraded. The Section 404 permit program is run by the U.S. Army Corps of Engineers (USACE) with oversight by the U.S. Environmental Protection Agency (U.S. EPA).
The USACE issues two types of 404 permits: General and Individual. There are two types of General permits: Regional and Nationwide. Regional permits are issued for a general category of activities when they are similar in nature and cause minimal environmental effect. Nationwide permits are issued to allow a variety of minor project activities with no more than minimal effects.
Ordinarily, projects that do not meet the criteria for a Regional or Nationwide Permit may be permitted under one of USACE's Individual permits. There are two types of Individual permits: Standard permits and Letters of Permission.
For Individual permits, the USACE decision to approve is based on compliance with U.S. EPA's Section 404(b)(1) Guidelines (40 Code of Federal Regulations [CFR] 230), and whether permit approval is in the public interest. The Section 404 (b)(1) Guidelines (Guidelines) were developed by the U.S. EPA in conjunction with the USACE, and allow the discharge of dredged or fill material into the aquatic system (waters of the U.S.) only if there is no practicable alternative which would have less adverse effects. The Guidelines state that the USACE may not issue a permit if there is a "least environmentally damaging practicable alternative" (LEDPA) to the proposed discharge that would have lesser effects on waters of the U.S., and not have any other significant adverse environmental consequences.
The Executive Order for the Protection of Wetlands (EO 11990) also regulates the activities of federal agencies with regard to wetlands.
Essentially, EO 11990 states that a federal agency, such as FHWA and/or the Department, as assigned, cannot undertake or provide assistance for new construction located in wetlands unless the head of the agency finds: (1) that there is no practicable alternative to the construction and (2) the proposed Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 399 576
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures project includes all practicable measures to minimize harm. A Wetlands Only Practicable Alternative Finding must be made.
At the state level, wetlands and waters are regulated primarily by the State Water Resources Control Board (SWRCB), the Regional Water Quality Control Boards (RWQCBs) and the California Department of Fish and Wildlife (CDFW). In certain circumstances, the Coastal Commission (or Bay Conservation and Development Commission or the Tahoe Regional Planning Agency) may also be involved. Sections 1600-1607 of the California Fish and Game Code require any agency that proposes a project that will substantially divert or obstruct the natural flow of or substantially change the bed or bank of a river, stream, or lake to notify CDFW before beginning construction. If CDFW determines that the project may substantially and adversely affect fish or wildlife resources, a Lake or Streambed Alteration Agreement will be required. CDFW jurisdictional limits are usually defined by the tops of the stream or lake banks, or the outer edge of riparian vegetation, whichever is wider. Wetlands under jurisdiction of the USACE may or may not be included in the area covered by a Streambed Alteration Agreement obtained from the CDFW.
The RWQCBs were established under the Porter -Cologne Water Quality Control Act to oversee water quality. Discharges under the Porter -Cologne Act are permitted by Waste Discharge Requirements (WDRs) and may be required even when the discharge is already permitted or exempt under the CWA. In compliance with Section 401 of the CWA, the RWQCBs also issue water quality certifications for activities which may result in a discharge to waters of the U.S. This is most frequently required in tandem with a Section 404 permit request. Please see the Water Quality section for more details.
Affected Environment
This section is based upon the Natural Environment Study (Minimal Impacts) (NES-MI) prepared for the project dated December 2020, which included preparation of a Delineation of State and Federal Jurisdictional Waters (dated November 2020).
Methodology
Prior to the field delineation, a literature review was conducted to determine watershed characteristics and the locations/types of aquatic resources that may be present in the project area. High -resolution aerial photographs, USFWS National Wetland Inventory (NWI) maps, and USGS topographic maps were examined to determine the potential areas of USACE, RWQCB, and CDFW jurisdiction within the project boundary. The U.S. Department of Agriculture (USDA), Natural Resources Conservation Service (NRCS), Web Soil Survey, and Flood Insurance Rate Map (FIRM), were concurrently reviewed for the project site's existing conditions.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 400 577
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures The jurisdictional delineation was conducted on foot and included a systematic inspection and evaluation of all drainage features present within the survey area on August 14, 2019. The channel widths within drainage features were measured based on the discernible ordinary high-water mark (OHWM) in order to quantify acreage and linear feet of potential waters of the United States (WoUS). Where there were observed changes in the OHWM width, transects were recorded to obtain an accurate representation of the entire reach of each feature. Width of streambed and bank and associated riparian vegetation and/or wildlife resources were also measured in order to quantify potential jurisdictional streambed. The lateral extent of potential jurisdictional streambed was measured from bank to bank at the top of the channel, or to the drip -line of the associated riparian vegetation where it extends beyond the bank of the channel. While in the field data points were obtained with a Garmin 62 Global Positioning System (GPS) Map62 in order to record and identify the active channels using field indicators such as OHWM, picture locations, and drainage features. The data was then transferred and added to the project's jurisdictional map using Geographic Information System software.
Existing Conditions
Wetland: Based on the results of the field delineation, no jurisdictional wetland features were noted within the boundaries of the survey area. Soil pits were dug within the drainage features described below (Drainage 1), where dominant hydrophytic vegetation and hydrologic indicators were observed. Soil pit one (SP1) was dug within the central portion of the project site where dominant hydrophytic vegetation (mulefat; FAC) was observed.
SP1 was dug to a depth of approximately 12 inches and consisted of a single soil horizon. SP1 exhibited a texture of sand and displayed a matrix color of 10YR 4/3 when moist. No redoximorphic features were identified within the matrix of SP1. Indicators of wetland hydrology including drift deposits and drainage patterns were noted around SP1. Based on the results of the field delineation, it was determined that SP1 only met two (hydrophytic vegetation; hydrology) of the three (hydrophytic vegetation, hydric soils, and hydrology) required wetland parameters and thus did not qualify as a wetland.
Non -Wetland Features: Multiple unnamed drainage features were observed to either enter the project site, or exist within the BSA. All on -site drainages exhibited a bed and bank and are considered CDFW jurisdictional streambed.
All on -site drainages qualify as Corps non -wetland WoUS and evidence of an OHWM was noted within the project site, which totaled approximately 1.15 acres. Each observed drainage is described below:
Drainage 1
Drainage 1 is an unnamed, ephemeral drainage feature which enters the project site as an earthen feature from the southeast and flows northwest through the project site exiting at the northwestern boundary. It measures approximately 2,519 linear feet in length with an average width of Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 401 578
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures approximately 21 feet within the boundaries of the project site. During significant storm events, surface water runoff from surrounding areas is collected within Drainage 1 and conveyed northwest across the central portion of the project site. Drainage 1 enters a 10 -foot wide concrete box culvert underneath Cherry Valley Boulevard and flows continue within a trapezoidal concrete lined channel adjacent and parallel to Calimesa Boulevard. From there, Drainage 1 transitions into a 22 -foot wide concrete box culvert as it proceeds west and underneath 1-10. Drainage 1 daylights as earthen channel in the northwestern portion of the project site and continues northwest outside of the project area. The earthen segments of Drainage 1 are characterized by a loose substrate composed of fine sediment, sand, and cobble. No surface water was observed within Drainage 1 during the August 14, 2019 site visit. Evidence of an OHWM was observed during field delineation via a natural line impressed on the bank, change in particle size distribution, presence of a wrack line, and changes in vegetation community from a lack of vegetation within the channel to riparian scrub and upland species. Dominant vegetation species occurring within Drainage 1 include tree of heaven (Ailanthus altissima, Facultative Upland [FACU]) and mulefat (Baccharis salicifolia, Facultative [FAC]). Plant species vary in their tolerance of wetland conditions. On the National Wetland Plant List, there are five categories of wetland indicator status ratings, used to indicate a plant's likelihood for occurrence in wetlands versus non -wetlands:
• Obligate Wetland (OBL). Almost always occur in wetlands. • Facultative Wetland (FACW). Usually occur in wetlands, but may occur in non -wetlands.
• Facultative (FAC). Occur in wetlands and non -wetlands. • Facultative Upland (FACU). Usually occur in non -wetlands, but may occur in wetland.
• Obligate Upland (UPL). Almost always occur in non -wetlands.
SP1 was dug within the channel where dominant hydrophytic vegetation and hydrologic indicators were observed.
Drainage 3
Drainage 3 is an unnamed, ephemeral drainage feature located in the northern portion of the project site and is a tributary to Drainage 1. Drainage 3 is composed of grouted riprap and concrete within the project site. There is little to no vegetation associated with Drainage 3 which measures approximately 197 linear feet in length with an average width of approximately 40 feet. Evidence of an OHWM was observed via litter and debris, and a natural line impressed on the bank. During significant storm events, surface water runoff from the surrounding area to the east is collected within Drainage 3 and conveyed southwest into Drainage 1. No surface water was observed within Drainage 3 during the August 14, 2019 site visit and because Drainage 3 is composed of grouted riprap and concrete, no soil pits were performed.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 402 579
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Drainage 4
Drainage 4 is an unnamed, ephemeral drainage feature located in the northwestern portion of the project site along the southside of 1-10. Due to limited access to this portion of the project site and safety concerns as a result of the proximity of Drainage 4 to 1-10, this drainage feature was not surveyed during the August 14, 2019 site reconnaissance. Based on the a reviewal of aerial imagery and a desktop delineation analysis, Drainage 4 is an earthen drainage feature and measures approximately 22 linear feet in length with an average width of approximately 14 feet. During precipitation events, run-off from the adjacent roadway and flows from the surrounding area to the north are collected within Drainage 4 and conveyed northwest parallel to 1-10. No soil pits were dug within Drainage 4 due to the access restrictions noted above. Table
2.3.2-1, Summary of Jurisdictional Areas, below provides a summary of the jurisdictional limits for Drainages 1, 3, and 4.
Table 2.3.2-1: Summary of Jurisdictional Areas
Jurisdictional
Feature
Linear Feet
Corps/RWQCB Non-
Wetland Waters of
the U.S. (acres)
CDFW Streambed/
Associated
Riparian
Vegetation (acres)
Drainage 1
2,519
0.61 1.36
Drainage 3
197
0.06 0.08
Drainage 4
22 0.01
0.01 TOTAL*
2,738
0.68 1.45
Source: Michael Baker International, Delineation of State and Federal Jurisdictional Waters, November 2020.
Environmental Consequences
No -Build Alternative
Project improvements would not occur under the No -Build Alternative; therefore, the No -Build Alternative would not impact wetlands and other waters.
Build Alternatives 3 and 4
Drainages 1, 3, and 4 are considered ephemeral drainage features and therefore would not meet the definition of a WoUS pursuant to the Navigable Waters Protection Rule. However, Drainages 1, 3, and 4 qualify as waters of the State and Regional Board jurisdiction totals approximately 0.68 acre (2,738 linear feet) non -wetland waters of the State. Additionally, all on -site drainages (Drainage 1, 3, and 4) exhibited a clear bed and bank and CDFW jurisdiction totaled approximately 1.45 acre. Based on the results of the field delineation, it was determined that approximately 0.40 acre of CDFW jurisdictional vegetated streambed, 0.87 acre of CDFW jurisdictional non - vegetated streambed, and 0.18 acre of associated riparian vegetation is located within the project site.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 403 580
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Based on the Delineation prepared for the project, Build Alternative 3 would permanently impact approximately 0.02 acre (63 linear feet) of Corps/Regional Board jurisdiction (non -wetland waters of the State) and 0.03 acre (63 linear feet) of CDFW jurisdiction. Build Alternative 4 would permanently impact approximately 0.06 acre (221 linear feet) of Corps/Regional Board jurisdiction (non -wetland waters of the State) and approximately 0.16 acre (221 linear feet) of CDFW jurisdiction; refer to Tables
2.3.2-2, Corps/RWQCB Jurisdictional Impact Summary, and 2.3.2-3, CDFW Jurisdictional Impact Summary, below.
Table 2.3.2-2: Corps/RWQCB Jurisdictional Impact Summary Jurisdictional
Feature
Corps/RWQCB On-
Site Acreage (Linear
Feet)
Alt. 3 Impact
Acreage (Linear
Feet)
Alt. 4 Impact
Acreage (Linear
Feet)
Drainage 1
0.61 (2,519)
0.01 (57)
0.06 (215)
Drainage 3
0.06 (197)
-
-
Drainage 4
0.01 (22)
0.001 (6)
0.001 (6)
TOTAL
0.68 (2,738)
0.02 (63)
0.06 (221)
Source: Michael Baker International, Jurisdictional Delineation Report, November 2020.
Table 2.3.2-3: CDFW Jurisdictional Impact Summary
Jurisdictional
Feature
CDFW On -Site
Acreage (Linear
Feet)
Alt. 3 Impact
Acreage (Linear
Feet)
Alt. 4 Impact
Acreage (Linear
Feet)
Drainage 1
1.36 (2,519)
0.03 (57)
0.16 (215)
Drainage 3
0.08 (197)
-
-
Drainage 4
0.01 (22)
0.002 (6)
0.002 (6)
TOTAL
1.45 (2,738)
0.03 (63)
0.16 (221)
Source: Michael Baker International, Jurisdictional Delineation Report, November 2020.
The Build Alternatives would be subject to the following permits/approvals prior to construction:
• Receive a Section 404 Nationwide Permit No. 14: Linear Transportation Projects,
• Santa Ana Regional Water Quality Control Board 401 Water Quality Certification, and
• CDFW 1602 Streambed Alteration Agreement (SAA), satisfying all associated requirements, prior to completion of final design.
In consultation with the regulatory agencies, compensatory mitigation for permanent impacts to State and Federal jurisdictional areas shall be provided if required under the conditions of the regulatory approvals. Regulatory approvals from the USAGE, RWQCB, and the CDFW will be obtained prior to construction (Measure WET -1), and limits of construction will be clearly defined beforehand (WET -2). With the implementation of these measures, the Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 404 581
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Build Alternatives would not cause adverse effects to the unnamed drainage features in the project area.
Avoidance, Minimization, and/or Mitigation Measures
WET -1: The following regulatory approvals shall be obtained prior to commencement of any construction activities within the
identified jurisdictional areas: 1) A Nationwide Permit from USACE; 2) RWQCB CWA Section 401 Water Quality
Certification (WQC); and 3) CDFW Section 1602 Streambed Alteration Agreement (SAA). As part of the regulatory approval process, permanent and temporary impacts on jurisdictional waters shall be mitigated at a minimum ratio of 1:1 at an approved mitigation bank, applicant -sponsored mitigation area, or on site, in consultation with the resource agencies.
WET -2:
The limits of construction shall be clearly delineated by a survey crew prior to the commencement of project activities. The limits of construction shall be defined with silt fencing or orange construction fencing and checked by a qualified biologist before initiation of construction.
2.3.3 Plant Species
Regulatory Setting
The U.S. Fish and Wildlife Service (USFWS) and California Department of Fish and Wildlife (CDFW) have regulatory responsibility for the protection of special -status plant species. "Special -status" species are selected for protection because they are rare and/or subject to population and habitat declines. Special status is a general term for species that are provided varying levels of regulatory protection. The highest level of protection is given to threatened and endangered species; these are species that are formally listed or proposed for listing as endangered or threatened under the Federal Endangered Species Act (FESA) and/or the California Endangered Species Act (CESA). Please see the Threatened and Endangered Species Section
2.3.5 in this document for detailed information about these species.
This section of the document discusses all other special -status plant species, including CDFW species of special concern, USFWS candidate species, and California Native Plant Society (CNPS) rare and endangered plants.
The regulatory requirements for FESA can be found at 16 United States Code (USC) Section 1531, et seq. See also 50 Code of Federal Regulations (CFR) Part 402. The regulatory requirements for CESA can be found at California Fish and Game Code, Section 2050, et seq. Department projects are also subject to the Native Plant Protection Act, found at California Fish and Game Code, Section 1900-1913, and the California Environmental Quality Act (CEQA), found at California Public Resources Code, Sections 21000-21177.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 405 582
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Affected Environment
This section is based upon the Natural Environment Study (Minimal Impacts) (NES-MI) prepared for the project dated December 2020. For the purposes of this technical report, a biological study area (BSA) was established for the project and would be referred to throughout this analysis; refer to Figure
2.3.1-1. The BSA is comprised of the project site plus a 500 -foot buffer based on the grading limits of the Build Alternatives.
Methodology
Prior to conducting the habitat assessment, a literature review and records search was conducted for special -status biological resources potentially occurring on or within the vicinity of the BSA. The record search was focused within USGS Beaumont, El Casco, Forest Falls, and Yucaipa, California 7.5 - minute quadrangles, were determined through a query of the CDFW CNDDB RareFind 5, the CNPS Online Inventory of Rare and Endangered Plants of California (Online Inventory), the Calflora Database, species listings provided by the CDFW and the USFWS, the RCA online WR-MSHCP Information Application, and those species covered under the WR-MSHCP and evaluated in its associated technical documents. In addition, an Official Species List was obtained from the USFWS Carlsbad Field Office via the Information for Planning and Conservation (IPaC) database on June 22, 2020.
Additionally, available reports, survey results, and literature detailing the biological resources previously observed on or within the vicinity of the BSA were reviewed to gain an understanding of existing site conditions, confirm previous species observations, and note the extent of any disturbances that have occurred within the BSA that would otherwise limit the distribution of special -status biological resources. Standard field guides and texts were reviewed for specific habitat requirements of special -status and non -special - status biological resources.
The literature review provided a baseline from which to inventory existing biological resources and evaluate the ability of the BSA to support special - status biological resources. Additional occurrence records of those species that have been documented on or within the vicinity of the BSA were derived from database queries. The CNDDB was used, in conjunction with Geographic Information Systems (GIS) ArcView software, to identify special - status species occurrence records within the USGS Beaumont, El Casco, Forest Falls, and Yucaipa, California 7.5 -minute quadrangles. In addition, the goals and objectives of the Western Riverside County Multiple Species Habitat Conservation Plan (WR-MSHCP) were reviewed for applicability to the BSA.
During the field surveys conducted on July 10, 2019 and June 9, 2020, biologists extensively surveyed all special -status habitats and/or natural areas, where accessible, that were determined to have a higher potential to support special -status plant species. All plant species observed during the Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 406 583
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures field surveys, as well as dominant plant species within each vegetation community, were recorded in a field notebook. Plant species observed during the field surveys were identified by visual characteristics and morphology in the field, while unusual and less familiar plant species were photographed and later identified in the laboratory using taxonomical guides.
Existing Conditions
The NES-MI prepared for the project analyzes impacts to sensitive plant species.
A total of 63 special status plant species were identified during the CNDDB, CNPS, and IPaC records search as potentially occurring on the BSA. One special -status plant species was observed within the BSA during the field investigations: southern California black walnut (Juglans californica; CRPR
4.2). It should be noted that Cuyamaca cypress (Hesperocyparis stephensonii; CRPR 1B.1) did not come up in the literature review, however; 49 individuals were observed within the western portion of the BSA (refer to Section 2.3.1 for further discussion of the Cuyamaca cypress). Based on the results of the field surveys and a review of specific habitat preferences, occurrence records, known distributions, and elevation ranges, it was determined that the BSA has a low potential to support Yucaipa onion (Allium marvinii; CRPR 1 B.2), Jaeger's milk -vetch (Astragalus pachypus var. jaegeri; CRPR 1 B.1), Plummer's mariposa -lily (Calochortus plummerae; CRPR 4.2), Parry's spineflower (Chorizanthe parryi var. parryi; CRPR 1B.1), Robinson's pepper -grass (Lepidium virginicum var. robinsonii; CRPR 4.3), and San Bernardino aster (Symphyotrichum defoliatum; CRPR 1 B.2). All remaining special -status plant species identified during the literature review are not expected to occur within the BSA.
Southern California Black Walnut
The southern California black walnut (Juglans californica; CRPR 4.2) is a fully covered special -status species under the WR-MSHCP and is a CRPR species. Field survey results found three individuals of southern California black walnut were observed within the northeast portion of the BSA, to the north of Cherry Valley Boulevard. The three individuals were observed growing adjacent to existing rural residential land uses and were intermixed with various non-native ornamental tree species (i.e., tree of heaven (Eucalyptus spp. - Ailanthus altissima -Robinia pseudoacacia Woodland Semi -Natural Alliance), Peruvian pepper tree (Schinus molle), pine (Pinus spp), etc.).
Environmental Consequences
Temporary Impact
No -Build Alternative
Project improvements would not occur under the No -Build Alternative; therefore, the No -Build Alternative would not impact plant species.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 407 584
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Build Alternatives 3 and 4
Cuyamaca cypress (Hesperocyparis stephensonii; CRPR 1B.1) and southern California black walnut (Juglans californica; CRPR 4.2) were the only special - status plant species observed within the western portion of the BSA. No additional special -status plant species were observed during the field surveys.
Based on the results of the field surveys and a review of specific habitat preferences, occurrence records, known distributions, and elevation ranges, it was determined that the BSA has a low potential to support Yucaipa onion (Allium marvinii; CRPR 1 B.2), Jaeger's milk -vetch (Astragalus pachypus var. jaegeri; CRPR 1 B.1), Plummer's mariposa -lily (Calochortus plummerae; CRPR 4.2), Parry's spineflower (Chorizanthe parryi var. parryi; CRPR 1 B.1), Robinson's pepper -grass (Lepidium virginicum var. robinsonii; CRPR 4.3), and San Bernardino aster (Symphyotrichum defoliatum; CRPR 16.2). All remaining special -status plant species identified during the literature review are not expected to occur within the BSA. Although some marginal habitat preferred by Yucaipa onion (Allium marvinii; CRPR 1 B.2), Jaeger's milk -vetch (Astragalus pachypus var. jaegeri; CRPR 1 B.1), Plummer's mariposa -lily (Calochortus plummerae; CRPR 4.2), Parry's spineflower (Chorizanthe parryi var. parryi; CRPR 1 B.1) Robinson's pepper -grass (Lepidium virginicum var. robinsonii; CRPR 4.3), and San Bernardino aster (Symphyotrichum defoliatum; CRPR 1 B.2) occurs within the BSA, these species were not observed during the field surveys. In addition, all these species are fully covered under the WR-MSHCP and require no further analysis.
Although marginal habitats preferred by Robinson's pepper -grass (Lepidium virginicum var. robinsonii; CRPR 4.3) and San Bernardino aster (Symphyotrichum defoliatum; CRPR 1 B.2) are present within the BSA, these species were not observed during the field surveys. In addition, the closest extant occurrence record for Robinson's pepper -grass (Lepidium virginicum var. robinsonii; CRPR 4.3) was observed in 2001, approximately four miles southwest of the BSA in a Riverside County landfill area located to the north of Moreno Valley. The closest extant occurrence record for San Bernardino aster (Symphyotrichum defoliatum; CRPR 1B.2) was observed in 1951 approximately four miles southwest of the BSA along a portion of San Timoteo Canyon.
The construction activities associated with the development of the proposed Build Alternatives have the potential to result in indirect impacts, such as fugitive dust or spread of non-native seeds, to potential habitats favored by the species that surround the BSA and the special -status species observed within the BSA (Cuyamaca cypress and southern California black walnut). As discussed, construction workers will receive environmental awareness training prior to the initiation of work (Measure NC -1) and construction equipment would be inspected and cleaned prior to use in the project area to minimize the importation of non-native plant material (Measure NC -2).
Additionally, a survey crew will delineate the limits of construction, and the limits of construction would be defined with silt fencing or orange construction Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 408 585
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures fencing and checked by a qualified biologist prior to construction (WET -2). As such, no adverse effects would occur to special -status plant species.
Permanent Impact
No -Build Alternative
Project improvements would not occur under the No -Build Alternative; therefore, the No -Build Alternative would not impact plant species.
Build Alternatives 3 and 4
Based on the presence of marginal habitat within the BSA, the results of the field surveys, and the lack of recent occurrence records in the area, direct impacts to Cuyamaca cypress are not anticipated to occur as a result of implementation of the Build Alternatives. Three individuals of southern California black walnut were observed within the northeast portion of the BSA, to the north of Cherry Valley Boulevard. Project implementation would result in direct impacts to one southern California black walnut located within the BSA. The remaining two walnuts on the rural residential property located to the north of Cherry Valley Boulevard would be indirectly impacted by the Build Alternatives. As discussed above, the Southern California black walnut is a fully covered species under the WR-MSHCP. Therefore, no compensatory mitigation would be required for the loss of the single tree directly north of Cherry Valley Boulevard. As such, there would be no adverse effects in this regard. Three individuals of southern California black walnut were observed within the northeast portion of the BSA, to the north of Cherry Valley Boulevard. Project implementation would result in direct impacts to one southern California black walnut located within the BSA. The remaining two walnuts on the rural residential property located to the north of Cherry Valley Boulevard would be indirectly impacted by the project. As discussed above, the Southern California black walnut is a fully covered species under the WR- MSHCP. Therefore, no compensatory mitigation would be required for the loss of the single tree directly north of Cherry Valley Boulevard. As such, there would be no adverse effects in this regard.
Avoidance, Minimization, and/or Mitigation Measures
Please see Section 2.3.1 for Measures NC -1 and NC -2, and Section 2.3.2 for Measure WET -2.
2.3.4 Animal Species
Regulatory Setting
Many state and federal laws regulate impacts to wildlife. The U.S. Fish and Wildlife Service (USFWS), the National Oceanic and Atmospheric Administration's National Marine Fisheries Service (NOAA Fisheries), and the California Department of Fish and Wildlife (CDFW) are responsible for implementing these laws. This section discusses potential impacts and permit requirements associated with animals not listed or proposed for listing under the federal or state Endangered Species Act. Species listed or proposed for Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 409 586
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures listing as threatened or endangered are discussed in the Threatened and Endangered Species Section 2.3.5, below. All other special -status animal species are discussed here, including CDFW fully protected species and species of special concern, and USFWS or NOAA Fisheries candidate species.
Federal laws and regulations relevant to wildlife include the following:
• National Environmental Policy Act
• Migratory Bird Treaty Act
• Fish and Wildlife Coordination Act
State laws and regulations relevant to wildlife include the following:
• California Environmental Quality Act
• Sections 1600 - 1603 of the California Fish and Game Code • Sections 4150 and 4152 of the California Fish and Game Code Affected Environment
This section is based upon the Natural Environment Study (Minimal Impacts) (NES-MI) prepared for the project dated December 2020.
Methodology
Prior to conducting the habitat assessment, a literature review and records search was conducted for special status biological resources potentially occurring on or within the vicinity of the BSA. The record search was focused on the USGS Beaumont, El Casco, Forest Falls, and Yucaipa, California 7.5 - minute quadrangles. Previous special -status animal species occurrence records were determined through a query of the CDFW CNDDB RareFind 5, the CNPS Online Inventory of Rare and Endangered Plants of California (Online Inventory), the Calflora Database, species listings provided by the CDFW and the USFWS, the RCA online WR-MSHCP Information Application, and those species covered under the WR-MSHCP and evaluated in its associated technical documents. In addition, an Official Species List was obtained from the USFWS Carlsbad Field Office via the IPaC database on June 22, 2020. In addition to these databases, available reports, survey results, aerial photography and literature detailing the biological resources previously observed on or within the vicinity of the BSA were reviewed. The CNDDB was used, in conjunction with Geographic Information Systems (GIS) ArcView software, to identify special -status species occurrence records within the BSA. Prior to conducting the habitat assessment, a literature review and records search was conducted for special status biological resources potentially occurring on or within the vicinity of the BSA. The record search was focused on the USGS Beaumont, El Casco, Forest Falls, and Yucaipa, California 7.5 -minute quadrangles. Previous special -status plant and animal species occurrence records were determined through a query of the CDFW Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 410 587
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures California Natural Diversity Database RareFind 5 (CNDDB), the CNPS Online Inventory of Rare and Endangered Plants of California (Online Inventory), the Calflora Database, species listings provided by the CDFW and the USFWS, the RCA online WR-MSHCP Information Application, and those species covered under the WR-MSHCP and evaluated in its associated technical documents. In addition, an Official Species List was obtained from the USFWS Carlsbad Field Office via the IPaC database on June 22, 2020. In addition to these databases, all available reports, survey results, aerial photography and literature detailing the biological resources previously observed on or within the vicinity of the BSA were reviewed. The CNDDB was used, in conjunction with Geographic Information Systems (GIS) ArcView software, to identify special -status species occurrence records within the BSA.
Special attention was given to special -status habitats and/or undeveloped areas, which have higher potential to support special -status animal species such as those identified during the records search. According to the WR- MSHCP, the BSA is within the designated survey area for the burrowing owl (Athene cunicularia). As such, focused surveys were conducted by a qualified biologists during the 2019 breeding season (March 1 to August 31) on July 10, July 24, August 7, and August 21, 2019 in accordance with the survey guidelines and protocols provided in the Burrowing Owl Survey Instructions for the Western Riverside County Multiple Species Habitat Conservation Plan Area.
All animal species observed were recorded in a field notebook. Wildlife detections were made through observation of scat, trails, tracks, burrows, nests, and/or visual and aural observation.
Existing Conditions
The CNDDB, IPaC, and CNPS literature records search identified 84 special - status animal species as having the potential to occur in the BSA. The BSA is not located within Federally designated Critical Habitat. Based on the results of the field surveys and a review of specific habitat preferences, occurrence records, known distributions, and elevation ranges, it was determined that the BSA has a high potential to support bird species, such as the Cooper's hawk, southern (Accipiter cooperii),California rufous -crowned sparrow(Eremophila alpestris actia), burrowing owl (BUOW); and a moderate potential to support the California horned lark (Eremophila alpestris actia), northwestern San Diego pocket mouse (Chaetodipus fallax fallax), white-tailed kite(Elanus leucurus), and San Diego black -tailed jackrabbit (Lepus californicus bennettii); and a low potential to support orange -throated whiptail (Aspidoscelis hyperythra), tricolored blackbird (Agelaius tricolor), grasshopper sparrow (Ammodramus savannarum), southern California legless lizard (Anniella stebbinsi), golden eagle (Aquila chrysaetos), crotch bumble bee (Bombus crotchii), northern harrier (Circus hudsonius), Stephen's kangaroo rat (Dipodomys stephensi), loggerhead shrike (Lanius ludovicianus), western Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 411 588
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures yellow bat (Lasiurus xanthinus), southern grasshopper mouse (Onychomys torridus ramona), Los Angeles pocket mouse (Perognathus longimembris brevinasus), coast horned lizard (Phrynosoma blainvillii), and western spadefoot (Spea hammondii).
Bats occur throughout most of southern California and may forage throughout most of the open natural vegetation communities located throughout the BSA; however, their roosting habitat within the BSA is somewhat limited. The Cherry Valley Boulevard bridge, ornamental palm trees, and eucalyptus trees within the BSA have the potential to provide suitable roosting habitat for bats; however, no bats or sign were detected during the field surveys. The Cherry Valley Boulevard overcrossing (Cherry Valley Boulevard over 1-10) provides marginal roosting habitat, if any, due to the continuous crossing of traffic above and below the bridge. Additionally, the palm trees appear to be routinely maintained and therefore would not be expected to provide suitable roosting opportunities.
The results of the burrowing owl focused survey resulted in no burrowing owls or sign, occupied burrows, or remnant burrows were observed on or within the vicinity of the BSA. However, two special -status animal species were detected within the BSA during the field investigations: San Diegan tiger whiptail and double -crested cormorant.
San Diegan Tiger Whiptail
The San Diegan tiger whiptail is a fully covered species under the WR- MSHCP and a CDFW Species of Special Concern. It is found in coastal southern California, mostly west of the Peninsular Ranges and south of the Transverse Ranges, and north into Ventura County. It is found in a variety of ecosystems, primarily hot and dry open areas with sparse vegetation in chaparral, woodland, and riparian areas. It is associated with rocky areas with little vegetation or sunny microhabitats within shrub or grassland associations.
According to the NES-MI, one individual San Diegan tiger whiptail was observed during the field surveys within the California buckwheat scrub vegetation community located in the northeast portion of the BSA, to the south of Cherry Valley Boulevard. In addition, the scrub oak chaparral vegetation community provides suitable habitat for this species.
Double -Crested Cormorant
The double -crested cormorant is a fully covered species under the WR- MSHCP and a CDFW Watch List species. This yearlong resident of California is usually found resting in the daytime and roosting overnight beside water on offshore rocks, islands, cliffs, dead branches of trees, wharfs, jetties, or sometimes transmission lines. This species forages in shallow water (less than 30 feet deep) and nests on the ground, on rocks, or in reeds with no vegetation or atop trees in a colony. The breeding season for double -crested cormorant generally extends from April to July or August, but can vary slightly from year to year based upon seasonal weather conditions. According to the Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 412 589
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures NES-MI, one individual was observed in the southeast portion of the BSA during the field surveys. The individual was observed resting on a water pump associated with artificial pond that occurs within the Plantation on the Lake residential community. This individual was most likely passing through and used the artificial pond as a quick place to rest. This species is not expected to nest within the BSA; double -crested cormorant is known to nest closer to the coast in colonies.
Cooper's Hawk
The Cooper's hawk is a fully covered species under the WR-MSHCP and a CDFW Watch List species that is adapted to urban environments and commonly occurs within the vicinity of the BSA. This species typically forages along broken woodlands and habitat edges and usually nests in deciduous trees in dense woodland and riparian areas, often near streams. The breeding season for Cooper's hawk generally extends from January 1 through July 31, but can vary slightly from year to year based upon seasonal weather conditions. According to the NES-MI, no Cooper's hawks were detected during the field surveys; however, this species often occurs in urban environments within close proximity to humans and was determined to have a potential to forage across the various natural vegetation communities and disturbed areas within and adjacent to the BSA. This species is not expected to nest within the BSA due to the lack of suitable nesting habitat (i.e., hardwood stands and mature forests).
Southern California Rufous -Crowned Sparrow
Southern California rufous -crowned sparrow is a fully covered species under the WR-MSHCP and a CDFW Watch List species. This yearlong resident typically occurs from 3,000 to 6,000 feet above mean sea level (amsl), and breeds in sparsely vegetated scrubland on hillsides and canyons. It prefers coastal sage scrub dominated by California sagebrush, but it can also be found breeding in coastal bluff scrub, low -growing serpentine chaparral, and along the edges of tall chaparral habitats. The breeding season for southern California rufous -crowned sparrow generally extends from February 1 through August 31, but can vary slightly from year to year based upon seasonal weather conditions. According to the NES-MI, no Southern California rufous - crowned sparrows were detected during the field surveys. However, the scrub oak chaparral and California buckwheat scrub vegetation communities within the BSA provide suitable foraging and nesting habitat for this species. In addition, the closest extant occurrence record was recorded in 2002 on the properties located within and adjacent to the western portion of the BSA; three adults were captured between May 11 and July 25 in habitat consisting of grassland and coastal sage scrub ecotone.
Burrowing Owl
In addition to the NES-MI, this sub -section is based upon the Burrowing Owl Focused Survey for the Interstate 10/Cherry Valley Boulevard Interchange Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 413 590
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Improvement project — Riverside County, California (BUOW Survey), dated July 2020.
The burrowing owl (BUOW) is fully covered under the WR-MSHCP and is a CDFW Species of Special Concern. BUOW is a grassland specialist distributed throughout western North America where it occupies open areas with short vegetation and bare ground within shrub, desert, and grassland environments. BUOW use a wide variety of arid and semi -arid environments with well -drained, level to gently -sloping areas characterized by sparse vegetation and bare ground. BUOW are dependent upon the presence of burrowing mammals (e.g., California ground squirrels, coyotes, American badger [Taxidea taxus]) whose burrows are used for roosting and nesting.
The presence or absence of mammal burrows is often a major factor that limits the presence or absence of BUOW. Where mammal burrows are scarce, BUOW have been found occupying man-made cavities, such as buried and non-functioning drainpipes, stand -pipes, and dry culverts. BUOW may also burrow beneath rocks and debris or large, heavy objects such as abandoned cars, concrete blocks, or concrete pads. They also require open vegetation allowing open line -of -sight of the surrounding habitat to forage as well as watch for predators. The breeding season for burrowing owl generally extends from March 1 through August 31 but can vary slightly from year to year based upon seasonal weather conditions.
Focused surveys were conducted by qualified biologists during the 2019 breeding season (March 1 to August 31) on July 10, July 24, August 7, and August 21. The BSA contains numerous suitable burrows (greater than four inches in diameter) and ground squirrel burrow complexes capable of providing roosting and nesting opportunities for BUOW. The majority of the suitable burrows and ground squirrel burrow complexes were located on the undeveloped parcels located within the north, northeast, northwest, and eastern portions of the BSA. Although the BSA contains numerous suitable burrows and line -of -site opportunities for BUOW, no BUOW sign (i.e., pellets, whitewash, feathers, or prey remains) were observed. Further, no BUOW were observed on or within the vicinity of the BSA during the four surveys.
Based on the NES-MI, most of the undeveloped parcels located within the BSA that would provide suitable habitat for BUOWs have been routinely disturbed and maintained through weed abatement since 1996. Additionally, undeveloped parcels located to the south of 1-10 have been undergoing continual disturbance due to residential and commercial development since 2005. It is likely that these disturbances and lack of nearby populations have precluded BUOW from occurring within the BSA and surrounding areas. In addition, the existing telephone poles, light posts, fencing, and tall ornamental vegetation that occurs within and adjacent to the BSA further decrease the likelihood that BUOW would occur as these features provide perching opportunities for larger raptor species (i.e., red-tailed hawk) that prey on BUOW.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 414 591
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures California Horned Lark
The California horned lark is a fully covered species under the WR-MSHCP and a CDFW Watch List species. It typically forages in groups in shortgrass prairies, grasslands, disturbed fields, or similar habitat types. This species nests on the open ground, often next to grass clumps or other objects. The breeding season for California horned lark generally extends from February 1 through August 31, but can vary slightly from year to year based upon seasonal weather conditions. The wild oats and annual brome grassland, disturbed wild oats and annual brome grassland, and disturbed habitat areas within and adjacent to the BSA provide suitable foraging and nesting habitat for California horned lark. Based on the NES-MI, no California horned larks, nests, or nesting behaviors were observed during the field surveys conducted as part of the project.
Northwestern San Diego Pocket Mouse
The Northwestern San Diego pocket mouse is a fully covered species under the WR-MSHCP and a CDFW Species of Special Concern. It is found in open habitat on the Pacific slope from southwestern San Bernardino County to northwestern Baja California. Habitat types include coastal sage scrub, sage scrub/grassland ecotones, and chaparral communities. A major habitat requirement is the presence of low growing vegetation or rocky outcroppings, as well as sandy soil to dig burrows. According to the NES-MI, northwestern San Diego pocket mouse was not detected during the field surveys. The scrub oak chaparral, wild oats and annual brome grasslands, and California buckwheat scrub vegetation communities within the BSA provide suitable habitat preferred by this species. In addition, the CNDDB records search identified 109 individuals were captured between May 11 and July 25, 2002 on the properties located within and adjacent to the western portion of the BSA. This occurrence record is presumed extant.
White-tailed Kite
The White-tailed Kite is a fully covered species under the WR-MSHCP and a CDFW Fully Protected species. It is a yearlong resident of the California that occurs in the coastal ranges and valleys. White-tailed kite can be found in low elevation, open grasslands, savannah -like habitats, agricultural areas, wetlands, and oak woodlands. It uses trees with dense canopies for cover.
Important prey item for white-tailed kite is the California vole (Microtus californicus). It nests in tall (20 to 50 feet) coast live oaks.
Based on the NES-MI, white-tailed kite was not detected during the field surveys. All the natural vegetation communities and disturbed areas within the BSA provide suitable foraging habitat preferred by this species. This species is not expected to nest within the BSA due to the lack of tall coast live oaks and trees with dense canopies.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 415 592
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures San Diego Black -tailed Jackrabbit
San Diego black -tailed jackrabbit is a fully covered species under the WR- MSHCP and a CDFW Species of Special Concern. It occupies many diverse habitats, but primarily is found in arid regions supporting short -grass habitats, agricultural fields, or sparse coastal scrub. The scrub oak chaparral, wild oats and annual brome grasslands, and California buckwheat scrub vegetation communities within the BSA provide suitable habitat preferred by this species.
San Diego black -tailed jackrabbit was not detected during the field surveys conducted for the project.
Environmental Consequences
Temporary Impacts
No -Build Alternative
Project improvements would not occur under the No -Build Alternative; therefore, the No -Build Alternative would not impact animal species.
Build Alternatives 3 and 4
Bat Species
Bat species (i.e Yuma myotis (Myotis yumanensis), Mexican free -tailed bat (Tadarida brasiliensis), and big brown bat (Eptesicus fuscus)) may forage through most of the open natural vegetation communities located in the BSA.
The Cherry Boulevard bridge, ornamental palm trees, and eucalyptus trees within the BSA have the potential to provide suitable roosting habitat for bats.
However, there were no bats detected around the Cherry Valley Boulevard bridge, palm trees, or eucalyptus trees were detected during the field surveys.
Prior to the commencement of project activities, a bat survey will be conducted to identify the presence of bats or potential bat roosting cavities (AS -1). As such, substantial adverse effects would not occur in this regard.
San Diegan Tiger Whiptail
Based on the NES-MI, the scrub oak chaparral vegetation community provides suitable habitat for the San Diegan tiger whiptail. Build Alternative 3 would result in 0.0 temporary impacts and Build Alternative 4 would result in approximately 0.20 acre of temporary impacts to suitable scrub oak habitat.
As described in previous sections, one individual San Diegan tiger whiptail was observed during the field surveys, and the scrub oak chaparral vegetation community found within the BSA provides suitable habitat for this species. Although Build Alternative 4 would result in impacts to suitable habitat for this species, impacts would be limited relative to the amount of suitable habitat that would remain available in the BSA and immediate vicinity. To prevent direct impacts, biological monitoring will occur on -site during ground and habitat disturbance activities (AS -2). As such, temporary construction effects on the San Diegan Tiger Whiptail would not be adverse.
Double -Crested Cormorant
Based on the NES-MI, one double -crested cormorant was observed in the southeast portion of the BSA during the field surveys. However, due to a lack Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 416 593
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures of suitable nesting habitat within the BSA, no temporary direct or indirect impacts to nesting double -crested cormorants are anticipated to occur as a result of the proposed project. Double -crested cormorant is a fully covered species under the WR-MSHCP. According to the NES-MI, Build Alternatives 3 and 4 would not result in adverse effects to suitable foraging habitat for double -crested cormorant and no measures would be required.
Cooper's Hawk
Cooper's hawks were not observed during the field surveys and due to a lack of suitable nesting habitat within the BSA, no temporary direct or indirect impacts to nesting Cooper's hawks are anticipated to occur as a result of the proposed project. However, this species often occurs in urban environments within close proximity to humans and was determined to have a potential to forage across the various natural vegetation communities and disturbed areas within and adjacent to the BSA. Build Alternatives 3 and 4 would result in approximately 7.11 acres and 8.76 acres of temporary impacts to suitable foraging habitat for Cooper's hawk, respectively. Therefore, implementation of the Build Alternatives has the potential to result in temporary direct and indirect impacts to suitable foraging habitat preferred by Cooper's hawk; however, impacts would be limited relative to the amount of suitable foraging habitat that would remain available in the BSA and immediate vicinity.
Additionally, Cooper's hawk is a fully covered species under the WR-MSHCP.
With implementation of Measure NC -1 identified above, the proposed project would not result in adverse effects to Cooper's hawk.
Southern California Rufous -Crowned Sparrow
Southern California rufous -crowned sparrow was not observed during the field surveys. However, the scrub oak chaparral and California buckwheat scrub vegetation communities within the BSA provide suitable foraging and nesting habitat for this species. Based on the NES-MI, Build Alternative 3 would result in no temporary impacts, and Build Alternative 4 would result in approximately 0.20 acres of temporary impacts to the suitable foraging and nesting habitat for Southern California rufous -crowned sparrow. In addition, construction -related disturbance may have an adverse impact on this species, especially during the breeding season (generally February 1 through August 31 for this species) when individuals may be attempting to incubate eggs or raise young within or adjacent to the BSA. Construction -related noise, vibration, dust, or visual disturbances may disrupt nesting activities or may cause birds to leave the area until construction is completed. In extreme cases nesting efforts may be abandoned, resulting in take of young or eggs.
Therefore, implementation of the Build Alternatives have the potential to result in temporary direct and indirect impacts to suitable foraging and nesting habitat preferred by California rufous -crowned sparrow. Nesting birds are protected pursuant to the Migratory Bird Treaty Act (MBTA) and California Fish and Game Code (Sections 3503, 3503.3, 3511, and 3513). To minimize potential impacts to this migratory bird species, implementation a pre - construction clearance survey would be performed if project activities occur Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 417 594
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures during the breeding season (technically February 1st through September 30th) (Measure AS -3).
Southern California rufous -crowned sparrow is a fully covered species under the WR-MSHCP. Although the Build Alternatives would result in impacts to suitable foraging and nesting habitat for this species, impacts would be limited relative to the amount of suitable foraging and nesting habitat that would remain available in the BSA and immediate vicinity. With implementation of Measures NC -1 and AS -3, the Build Alternatives would not result in adverse effects to southern California rufous -crowned sparrow.
Burrowing Owl
Although there were no BUOW or BUOW signs observed during the field visit, ground squirrel burrow complexes capable of providing roosting and nesting opportunities as well as other suitable foraging and nesting habitat for the BUOW were observed. Based on the NES-MI, Build Alternative 3 would result in approximately 6.09 acres of temporary impacts and Build Alternative 4 would result in approximately 6.97 acres of temporary impacts to the suitable foraging and nesting habitat for burrowing owl. In addition, construction - related disturbance may have an adverse effect on this species, especially during the breeding season (generally March 1 through August 31) when individuals may be attempting to incubate eggs or raise young within or adjacent to the BSA. Construction -related noise, vibration, dust, or visual disturbances may disrupt nesting activities or may cause birds to leave the area until construction is completed. In extreme cases, nesting efforts may be abandoned, resulting in take of young or eggs. Therefore, implementation of the Build Alternatives has the potential to result in temporary direct and indirect impacts to suitable foraging and nesting habitat preferred by BUOW.
To address this, implementing a pre -construction clearance survey shall be conducted no more than 30 days prior to initiating ground disturbance activities to confirm that BUOW remain absent and impacts do not occur to any occupied burrows that may be located on or within the BSA (Measure AS -4).
Although the Build Alternatives would result in impacts to suitable foraging and nesting habitat for BUOW, impacts would be limited relative to the amount of suitable foraging and nesting habitat that would remain available in the BSA and immediate vicinity. Therefore, with implementation of Measures NC -1 and AS -4, temporary construction activities would not result in adverse effects to BUOW.
California Horned Lark
No California horned larks, nests, or nesting behaviors were observed during the field surveys. However, wild oats and annual brome grassland, disturbed wild oats and annual brome grassland, and disturbed habitat areas within and adjacent to the BSA provide suitable foraging and nesting habitat for California horned lark. Based on the NES-MI, Build Alternative 3 would result Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 418 595
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures in approximately 6.09 acres of temporary impacts and Build Alternative 4 would result in approximately 6.97 acres of temporary impacts to the suitable foraging and nesting habitat for the California horned lark. In addition, construction -related disturbance may have an adverse effect on this species, especially during the nesting bird breeding season (generally February 1 through September 30) when individuals may be attempting to incubate eggs or raise young within or adjacent to the BSA. Construction -related noise, vibration, dust, or visual disturbances may disrupt nesting activities or may cause birds to leave the area until construction is completed. In extreme cases nesting efforts may be abandoned, resulting in the take of young or eggs. Therefore, implementation of the Build Alternatives has the potential to result in temporary direct and indirect impacts to suitable foraging and nesting habitat preferred by California horned lark.
To minimize potential impacts to migratory bird species pursuant to the MBTA and CFGC, implementation of a pre -construction clearance survey would be performed if project activities occur during the breeding season (technically February 1st through September 30th) (Measure AS -3).
California horned lark is a fully covered species under the WR-MSHCP.
Although the proposed project would result in impacts to suitable foraging and nesting habitat for this species, impacts would be limited relative to the amount of suitable foraging and nesting habitat that would remain available in the BSA and immediate vicinity. With implementation of Measures NC -1 and AS -3, temporary construction activities would not result in adverse effects to California horned lark.
Northwestern San Diego Pocket Mouse
The northwestern San Diego pocket mouse was not observed during the field surveys; however, the scrub oak chaparral, wild oats and annual brome grasslands, and California buckwheat scrub vegetation communities provide suitable habitat preferred by the species. Based on the NES-MI, Build Alternative 3 would not result in any temporary impacts. Build Alternative 4 would result in approximately 0.20 acres of temporary impacts to the suitable habitat for the northwestern San Diego pocket mouse. Therefore, implementation of the Build Alternatives has the potential to result in temporary direct and indirect impacts to suitable habitat preferred by northwestern San Diego pocket mouse.
Northwestern San Diego pocket mouse is a fully covered species under the WR-MSHCP. Although the Build Alternatives would result in impacts to suitable habitat for this species, impacts would be limited relative to the amount of suitable habitat that would remain available within the BSA and immediate vicinity. With the implementation of Measure NC -1, temporary construction impacts to the northwestern San Diego pocket mouse would not be adverse.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 419 596
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures White-tailed Kite
White-tailed kite was not observed during the field surveys and is not expected to nest within the BSA due to the lack of tall coast live oaks and trees with dense canopies. However, all of the natural vegetation communities and disturbed areas within the BSA provide suitable foraging habitat preferred by this species. Based on the NES-MI, Build Alternative 3 would result in approximately 7.11 acres of temporary impacts and Build Alternative 4 would result in approximately 6.97 acres of temporary impacts to the suitable foraging habitat preferred by white-tailed kite. Therefore, implementation of the Build Alternatives has the potential to result in temporary direct and indirect impacts to suitable foraging habitat preferred by white-tailed kite.
White-tailed kite is a fully covered species under the WR-MSHCP. Although the Build Alternatives would result in impacts to suitable habitat for this species, impacts would be limited relative to the amount of suitable habitat that would remain available within the BSA and immediate vicinity. With the implementation of Measure NC -1, temporary construction impacts to the white-tailed kite would not be adverse.
San Diego Black -tailed Jackrabbit
San Diego black -tailed jackrabbit was not observed during the field surveys.
However, the scrub oak chaparral, wild oats and annual brome grasslands, and California buckwheat scrub vegetation communities within the BSA provide suitable habitat preferred by this species. Based on the NES-MI, Build Alternative 3 would not result in any temporary impacts. Build Alternative 4 would result in approximately 0.20 acres of temporary impacts to the suitable habitat for San Diego black -tailed jackrabbit. Therefore, implementation of the Build Alternatives has the potential to result in temporary direct and indirect impacts to suitable foraging habitat preferred by San Diego black -tailed jackrabbit.
San Diego black -tailed jackrabbit is a fully covered species under the WR- MSHCP. Although the Build Alternatives would result in impacts to suitable habitat for this species, impacts would be limited relative to the amount of suitable habitat that would remain available within the BSA and immediate vicinity. With the implementation of Measure NC -1, temporary construction impacts to the San Diego black -tailed jackrabbit would not be adverse.
Permanent Impacts
No -Build Alternative
Project improvements would not occur under the No -Build Alternative; therefore, the No -Build Alternative would not impact animal species.
Build Alternatives 3 and 4
Orange -throated whiptail, (Aspidoscelis hyperythra), tricolored blackbird (Agelaius tricolor), grasshopper sparrow (Ammodramus savannarum), golden Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 420 597
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures eagle (Aquila chrysaetos), northern harrier (Circus hudsonius), Stephen's kangaroo rat (Dipodomys stephensi), loggerhead shrike (Lanius ludovicianus), Los Angeles pocket mouse (Perognathus longimembris brevinasus), coast horned lizard (Phrynosoma blainvillii), and western spadefoot (Spea hammondii) are all fully covered under the WR-MSHCP and require no further analysis. The Build Alternatives may result in direct impacts to marginal habitats preferred by southern California legless lizard, Crotch bumble bee, western yellow bat, and southern grasshopper mouse; however, impacts would be limited relative to the amount of suitable habitat that remains available in the BSA and surrounding immediate vicinity. Therefore, it has been determined that the Build Alternatives would have no effect on any federally -/State -listed species identified by the CNDDB or USFWS IPaC Species List.
Bat Species
Project operations are not anticipated to create significantly adverse effects towards any suitable foraging habitat for bat species.
San Diegan Tiger Whiptail
One individual San Diegan tiger whiptail and suitable habitat for the species were observed during the field survey. Based on the NES-MI, Build Alternative 3 would result in approximately 0.06 acres of permanent impacts and Build Alternative 4 would result in approximately 0.36 acres of permanent impacts to the suitable scrub oak chaparral habitat for the San Diegan tiger whiptail. Therefore, the Build Alternatives have the potential to result in permanent impacts to the suitable habitat preferred by San Diegan tiger whiptail.
San Diegan tiger whiptail is a fully covered species under the WR-MSHCP, and no mitigation for loss of this species would be required. Although the Build Alternatives would result in permanent impacts to suitable habitat for this species, impacts would be limited relative to the amount of suitable habitat that would remain available in the BSA and immediate vicinity. To avoid potential permanent impacts to San Diegan tiger whiptail individuals within the BSA, Measure AS -2 is recommended, which would require a qualified biological monitor be retained on -site during ground and habitat disturbance activities associated with the Build Alternatives. With implementation of Measure AS -2, the Build Alternatives would not result in permanent adverse effects to San Diegan tiger whiptail.
Double -Crested Cormorant
Based on the NES-MI, one double -crested cormorant was observed in the southeast portion of the BSA during the field surveys. However, due to a lack of suitable nesting habitat within the BSA, no permanent impacts to nesting double -crested cormorants are anticipated to occur as a result of the proposed project. Double -crested cormorant is a fully covered species under the WR-MSHCP. Build Alternatives 3 and 4 would not result in adverse Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 421 598
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures effects to suitable foraging habitat for double -crested cormorant and no measures would be required.
Cooper's Hawk
Based on the NES-MI, Cooper's hawk was not detected during the field surveys and due to a lack of suitable nesting habitat within the BSA, no permanent impacts to nesting Cooper's hawks are anticipated to occur as a result of the Build Alternatives. However, this species often occurs in urban environments within close proximity to humans and was determined to have a potential to forage across the various natural vegetation communities and disturbed areas within and adjacent to the BSA. The NES-MI determined that Build Alternative 3 would result in approximately 16.02 acres of permanent impacts and Build Alternative 4 would result in approximately 8.37 acres of permanent impacts to the suitable foraging habitat for the Cooper's Hawk.
Therefore, implementation of the Build Alternatives has the potential to result in permanent impacts to suitable foraging habitat preferred by Cooper's hawk.
Cooper's hawk is a fully covered species under the WR-MSHCP. Although the Build Alternatives would result in impacts to suitable foraging habitat for this species, impacts would be limited relative to the amount of suitable foraging habitat that would remain available in the BSA and immediate vicinity. With the implementation of a Workers Environmental Awareness Program (WEAP) (Measure NC -1), the Build Alternatives would not result in permanent adverse effects to suitable habitat for the Cooper's Hawk.
Southern California Rufous -Crowned Sparrow
Southern California rufous -crowned sparrow was not detected during the field surveys. However, the scrub oak chaparral and California buckwheat scrub vegetation communities within the BSA provide suitable foraging and nesting habitat for this species. Based on the NES-MI, Build Alternative 3 would result in approximately 0.06 acres of permanent impacts and Build Alternative 4 would result in approximately 0.36 acres of permanent impacts to the suitable foraging and nesting habitat for southern California rufous -crowned sparrow.
In addition, construction -related disturbance may have an adverse impact on this species, especially during the breeding season (generally February 1 through August 31 for this species) when individuals may be attempting to incubate eggs or raise young within or adjacent to the BSA. Construction - related noise, vibration, dust, or visual disturbances may disrupt nesting activities or may cause birds to leave the area until construction is completed.
In extreme cases nesting efforts may be abandoned, resulting in take of young or eggs. Therefore, implementation of the Build Alternatives has the potential to result in permanent impacts to suitable foraging and nesting habitat preferred by southern California rufous -crowned sparrow. To minimize potential impacts to this migratory bird species, implementation of a pre - construction clearance survey would be performed if project activities occur during the breeding season (February 1st through September 30th) (Measure AS -3). With the implementation of Measure AS -3, the Build Alternatives would Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 422 599
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures not result in permanent adverse effects to suitable habitat for the southern California rufous -crowned sparrow.
Burrowing Owl
Although there were no BUOW or BUOW signs observed during the field visit, ground squirrel burrow complexes capable of providing roosting and nesting opportunities as well as other suitable foraging and nesting habitat for the BUOW were observed. Based on the NES-MI, Build Alternative 3 would result in approximately 15.13 acres of permanent impacts and Build Alternative 4 would result in approximately 16.12 acres of permanent impacts to the suitable foraging and nesting habitat for BUOW. In addition, construction - related disturbance may have an adverse impact on this species, especially during the breeding season (generally March 1 through August 31) when individuals may be attempting to incubate eggs or raise young within or adjacent to the BSA. Construction -related noise, vibration, dust, or visual disturbances may disrupt nesting activities or may cause birds to leave the area until construction is completed. In extreme cases nesting efforts may be abandoned, resulting in take of young or eggs. Therefore, implementation of the Build Alternatives has the potential to result in permanent impacts to suitable foraging and nesting habitat preferred by BUOW. To address this, implementing a pre -construction clearance survey shall be conducted no more than 30 days prior to initiating ground disturbance activities to confirm that BUOW remain absent and impacts do not occur to any occupied burrows that may be located on or within the BSA (Measure AS -4).
Although the Build Alternatives would result in impacts to suitable foraging and nesting habitat for BUOW, impacts would be limited relative to the amount of suitable foraging and nesting habitat that would remain available in the BSA and immediate vicinity. Therefore, with implementation of Measures NC -1 and AS -4, the Build Alternatives would not result in permanent adverse effects to BUOW.
California Horned Lark
No California horned larks, nests, or nesting behaviors were observed during the field surveys. However, wild oats and annual brome grassland, disturbed wild oats and annual brome grassland, and disturbed habitat areas within and adjacent to the BSA provide suitable foraging and nesting habitat for California horned lark. Based on the NES-MI, Build Alternative 3 would result in approximately 15.13 acres of permanent impacts and Build Alternative 4 would result in approximately 16.12 acres of permanent impacts to the suitable foraging and nesting habitat for the California horned lark. In addition, construction -related disturbance may have an adverse impact on this species, especially during the nesting bird breeding season (generally February 1 through September 30) when individuals may be attempting to incubate eggs or raise young within or adjacent to the BSA.. Construction -related noise, vibration, dust, or visual disturbances may disrupt nesting activities or may cause birds to leave the area until construction is completed. In extreme Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 423 600
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures cases nesting efforts may be abandoned, resulting in take of young or eggs.
Therefore, implementation of the proposed project has the potential to result in permanent impacts to suitable foraging and nesting habitat preferred by California horned lark.
To minimize potential impacts to migratory bird species pursuant to the MBTA and CFGC, implementation of a pre -construction clearance survey would be performed if project activities occur during the breeding season (technically February 1st through September 30th) (Measure AS -3).
California horned lark is a fully covered species under the WR-MSHCP.
Although the Build Alternatives would result in impacts to suitable foraging and nesting habitat for this species, impacts would be limited relative to the amount of suitable foraging and nesting habitat that would remain available in the BSA and immediate vicinity. With implementation of Measures NC -1 and AS -3, the Build Alternatives would not result in permanent adverse effects to California horned lark.
Northwestern San Diego Pocket Mouse
Northwestern San Diego pocket mouse was not detected during the field surveys. The scrub oak chaparral, wild oats and annual brome grasslands, and California buckwheat scrub vegetation communities within the BSA provide suitable habitat preferred by this species. Based on the NES-MI, Build Alternative 3 would result in approximately 0.36 acres of permanent impacts and Build Alternative 4 would result in approximately 0.87 acres of permanent impacts to the suitable habitat for the northwestern San Diego pocket mouse.
Therefore, implementation of the Build Alternatives has the potential to result in permanent impacts to suitable habitat preferred by northwestern San Diego pocket mouse.
Northwestern San Diego pocket mouse is a fully covered species under the WR-MSHCP. Although the Build Alternatives would result in impacts to suitable habitat for this species, it's impacts would be limited relative to the amount of suitable habitat that would remain available in the BSA and immediate vicinity. With implementation of Measure NC -1, which would require a qualified biologist to prepare a WEAP prior to the beginning of construction (NC -1), permanent the Build Alternatives would not result in permanent adverse effects to northwestern Sab Diego pocket mouse.
White-tailed Kite
White-tailed kite was not detected during the field surveys and is not expected to nest within the BSA due to the lack of tall coast live oaks and trees with dense canopies. However, all the natural vegetation communities and disturbed areas within the BSA provide suitable foraging habitat preferred by this species. Based on the NES-MI, Build Alternative 3 would result in approximately 16.02 acres of permanent impacts and Build Alternative 4 would result in approximately 16.12 acres of permanent impacts to the Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 424 601
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures suitable foraging habitat for the white-tailed kite. Therefore, implementation of the Build Alternatives has the potential to result in permanent impacts to suitable foraging habitat preferred by white-tailed kite.
White-tailed kite is a fully covered species under the WR-MSHCP. Although the Build Alternatives would result in impacts to suitable foraging habitat for this species, impacts would be limited relative to the amount of suitable habitat that would remain available within the BSA and immediate vicinity.
With implementation of Measure NC -1, which would require a qualified biologist to prepare a WEAP prior to the beginning of construction, the Build Alternatives would not result in permanent adverse effects to white-tailed kite.
San Diego Black -tailed Jackrabbit
San Diego black -tailed jackrabbit was not detected during the field surveys.
However, scrub oak chaparral, wild oats and annual brome grasslands, and California buckwheat scrub vegetation communities within the BSA provide suitable habitat preferred by this species. Based on the NES-MI, Build Alternative 3 would result in approximately 0.36 acres of permanent impacts and Build Alternative 4 would result in approximately 0.87 acres of permanent impacts to the suitable habitat for the San Diego black -tailed jackrabbit.
Therefore, implementation of the Build Alternatives has the potential to result in permanent impacts to suitable foraging habitat preferred by San Diego black -tailed jackrabbit.
San Diego black -tailed jackrabbit is a fully covered species under the WR- MSHCP. Although the Build Alternatives would result in impacts to suitable habitat for this species, impacts would be limited relative to the amount of suitable habitat that would remain available in the BSA and immediate vicinity. With implementation of Measure NC -1, which would require a qualified biologist to prepare a WEAP prior to the beginning of construction, the Build Alternatives would not result in permanent adverse effects to San Diego black -tailed jackrabbit.
Avoidance, Minimization, and/or Mitigation Measures
AS -1: Prior to the commencement of project activities, a bat survey shall be conducted by a qualified bat specialist to identify the presence of bats or potential bat roosting cavities. The bat survey shall be conducted no more than three days prior to initiating project activities. Target areas include the trees along the proposed grading limits, where bats may roost, and in the surrounding open habitats where they may forage. Bats may utilize cavities within the trees, spaces behind loose bark or dense foliage, or cracks or splits in the trees for roosting, and these areas should be examined closely for roosting activity during the day. Bat roosting opportunities inside cracks in the Cherry Valley Boulevard overcrossing over Interstate 10 (1-10) are limited due to the continual disturbance from traffic above Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 425 602
AS -2:
AS -3:
AS -4:
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures and below; however, this area shall be examined for roosting activity during the day. Surveys in any open fields should begin at dusk. Equipment will include an AnaBat Detector or other bat detecting unit for ease. Any bats found to be roosting during the pre -construction survey shall be safely evicted using
exclusionary measures under the direction of the qualified bat specialist and California Department of Fish and Wildlife (CDFW).
To avoid direct mortality, a qualified biological monitor shall be on -site during ground and habitat disturbance activities associated with implementation of the proposed project to move out of harm's way any San Diegan tiger whiptails that would be injured or killed by grubbing or other project -related grading activities.
If project -related activities are to be initiated during the nesting season (February 1 through September 30), a pre -construction nesting bird clearance survey shall be conducted by a qualified biologist no more than three days prior to the start of any vegetation removal or ground disturbing activities. The qualified biologist shall survey all suitable nesting habitat within the project footprint, and areas within a biologically defensible buffer zone (e.g., 500 feet) surrounding the project footprint.
Documentation of surveys and findings shall be submitted to the City for review and file. If no active nests are detected during the clearance survey, project activities may begin, and no additional measures would be required.
If an active nest is found, the bird species shall be identified and a "no -disturbance" buffer shall be established around the active nest. The size of the "no -disturbance" buffer shall be increased or decreased based on the judgement of the qualified biologist and level of activity and sensitivity of the species. The qualified biologist shall periodically monitor any active nests to determine if project -related activities occurring outside the "no -disturbance" buffer disturb the birds and if the buffer should be increased.
Once the young have fledged and left the nest, or the nest otherwise becomes inactive under natural conditions, project activities within the "no -disturbance" buffer may occur.
Prior to initiating any ground disturbance or vegetation removal activities, a qualified biologist shall conduct one pre -construction clearance survey no more than 30 days prior to initiating ground disturbance activities to confirm that burrowing owl (BUOW) remain absent and impacts do not occur to any occupied
burrows that may be located on or within the Biological Study Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 426 603
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Area (BSA). Documentation of the survey and findings shall be provided to the City for review prior to initiating project activities.
If no BUOW or occupied burrows are detected, project -related activities may begin. If BUOW are observed, active burrows shall be avoided in accordance with the Burrowing Owl Survey Instructions for the Western Riverside County Multiple Species Habitat Conservation Plan Area (RCA, 2006). The Regional Conservation Authority (RCA) and California Department of Fish and Wildlife (CDFW) shall be immediately notified of any BUOW observations. A BUOW avoidance and minimization plan would need to be prepared and submitted to the RCA and the CDFW for approval prior to initiating project activities. The plan shall detail specific avoidance measures that shall be implemented during construction, including any passive or active relocation methodology, and monitoring requirements.
2.3.5 Threatened and Endangered Species
Regulatory Setting
The primary federal law protecting threatened and endangered species is the Federal Endangered Species Act (FESA): 16 United States Code (USC) Section 1531, et seq. See also 50 Code of Federal Regulations (CFR) Part 402. This act and later amendments provide for the conservation of endangered and threatened species and the ecosystems upon which they depend. Under Section 7 of this act, federal agencies, such as the Federal Highway Administration (FHWA) (and the Department, as assigned), are required to consult with the U.S. Fish and Wildlife Service (USFWS) and the National Oceanic and Atmospheric Administration's National Marine Fisheries Service (NOAA Fisheries) to ensure that they are not undertaking, funding, permitting, or authorizing actions likely to jeopardize the continued existence of listed species or destroy or adversely modify designated critical habitat.
Critical habitat is defined as geographic locations critical to the existence of a threatened or endangered species. The outcome of consultation under Section 7 may include a Biological Opinion with an Incidental Take Statement or a Letter of Concurrence. Section 3 of FESA defines take as "harass, harm, pursue, hunt, shoot, wound, kill, trap, capture or collect or any attempt at such conduct."
California has enacted a similar law at the state level, the California Endangered Species Act (CESA), California Fish and Game Code Section 2050, et seq. CESA emphasizes early consultation to avoid potential impacts to rare, endangered, and threatened species and to develop appropriate planning to offset project -caused losses of listed species populations and their essential habitats. The California Department of Fish and Wildlife (CDFW) is the agency responsible for implementing CESA. Section 2080 of the California Fish and Game Code prohibits "take" of any species determined to be an endangered species or a threatened species. Take is Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 427 604
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures defined in Section 86 of the California Fish and Game Code as "hunt, pursue, catch, capture, or kill, or attempt to hunt, pursue, catch, capture, or kill." CESA allows for take incidental to otherwise lawful development projects; for these actions an incidental take permit is issued by CDFW. For species listed under both FESA and CESA requiring a Biological Opinion under Section 7 of FESA, the CDFW may also authorize impacts to CESA species by issuing a Consistency Determination under Section 2080.1 of the California Fish and Game Code.
Another federal law, the Magnuson -Stevens Fishery Conservation and Management Act of 1976, was established to conserve and manage fishery resources found off the coast, as well as anadromous species and Continental Shelf fishery resources of the United States, by exercising (A) sovereign rights for the purposes of exploring, exploiting, conserving, and managing all fish within the exclusive economic zone established by Presidential Proclamation 5030, dated March 10, 1983, and (B) exclusive fishery management authority beyond the exclusive economic zone over such anadromous species, Continental Shelf fishery resources, and fishery resources in special areas.
Affected Environment
This section is based upon the Natural Environment Study (Minimal Impacts) (NES-MI) prepared for the project dated December 2020.
On October 27, 2020, an official USFWS Species List of Proposed, Threatened, and Endangered Species, and Critical Habitats was generated from the IPaC database. According to the IPaC Species List and the CNDDB and CNPS database queries, a total of 19 federally listed threatened or endangered plant or animal species have the potential to occur within the vicinity of the BSA. Based on the NES-MI that was prepared for this project, no federally listed plant or animal species were observed within the BSA during the field survey. All federally listed plant or animal species are not expected to occur within the BSA and would not be directly or indirectly impacted from implementation of the proposed project based on a review of specific habitat preferences, occurrence records, known distributions, and elevation ranges. As such, the proposed project is determined to have no effect on any federally listed species identified by the USFWS IPaC Species List, CNDDB, or CNPS; refer to Tables 2.3.5-1 through 2.3.5-7.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 428 605
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Table 2.3.5-1: Effects Determination for Identified Endangered Species - Crustaceans
Item 9.
Scientific name
Common Name
USFWS
Status
CDFW
Status
General Habitat
Requirements
Effects
Determination
Reason for
Determination
Branchinecta
FT
-
Endemic to California
No Effect
There is no suitable
lynchi
and only found in
vernal pool habitat
Vernal Pool
vernal pools. Vernal
within or adjacent to the
Fairy Shrimp
pool habitats form in
depressions above an
impervious substrate
layer, or
claypan/duripan. This
species does not occur
in riverine, marine, or
other permanent
bodies of water. When
the temporary pools
dry, offspring persist in
suspended
development as
desiccation -resistant
embryos (commonly
called cysts) in the
pool substrate until the
return of winter rains
and appropriate
temperatures allow
some of the cysts to
hatch.
BSA. The mapped soils
within the BSA primarily
consist of sandy loam
textures and terrace
escarpments which do
not support the
formation of vernal
pools or ponds.
Additionally, Federally -
designated Critical
Habitat for this species
is not present within the
BSA and there have
been no recorded
occurrences of this
species within 5 miles
of the BSA (CNDDB,
2020). Therefore, it was
determined that "No
Effect" to vernal pool
fairy shrimp would
occur.
Streptocephalus
FE
Restricted to deep
No Effect
There are no suitable
woottoni
Riverside fairy
seasonal vernal pools,
vernal pool like
vernal pool habitat,
ephemeral ponds, or
shrimp
ephemeral ponds, and
stock ponds and other
human modified
depressions. Basins
that support Riverside
fairy shrimp are
typically dry a portion
of the year, but usually
are filled by late fall,
winter, or spring rains,
and may persist
through May. Endemic
to western Riverside,
Orange, and San
Diego Counties in
tectonic swales/earth
slump basins in
grassland and coastal
sage scrub. In
Riverside County, the
species been found in
pools formed over the
following soils:
stock ponds within or
adjacent to the BSA.
The mapped soils
within the BSA
primarily consist of
sandy loam textures
and terrace
escarpments which do
not support the
formation of vernal
pools or ponds.
Additionally, Federally -
designated Critical
Habitat for this species
is not present within
the BSA and there
have been no recorded
occurrences of this
species within 5 miles
of the BSA (CNDDB,
2020). Therefore, it
was determined that
"No Effect" to Riverside
Interstate 10/Cherry Valley Boulevard Interchange Project • 429 606
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Item 9.
Scientific name
Common Name
USFWS
Status
CDFW
Status
General Habitat
Requirements
Effects
Determination
Reason for
Determination
Murrieta stony clay
fairy shrimp would
loams, Las Posas
series, Wyman clay
loam, and Willows
soils. All known habitat
lies within annual
grasslands, which may
be interspersed
through chaparral or
coastal sage scrub
vegetation.
occur.
Source: Michael Baker International, Natural Environment Study (Minimal Impacts) (December 2020).
Table 2.3.5-2: Effects Determination for Identified Endangered Species - Fish
Scientific name
Common Name
USFWS
Status
CDFW
Status
General Habitat
Requirements
Effects
Determination
Reason for
Determination
Oncorhynchus
FE
-
Steelhead can
No Effect
This species is not
mykiss irideus
survive in a wide
expected to occur
pop. 10
range of temperature
within the BSA due to
steelhead -
conditions. Species is
the lack of stream
southern California
found where
habitat with permeant
DPS
dissolved oxygen
concentration is at
least 7 parts per
million. In streams,
deep low -velocity
pools are important
wintering habitats.
Spawning habitat
consists of gravel
substrates free of
excessive silt.
flows. Additionally,
federally designated
Critical Habitat for
this species is not
present within the
BSA and there have
been no recorded
occurrences of this
species within 5 miles
of the BSA (CNDDB,
2020).
Source: Michael Baker International, Natural Environment Study (Minimal Impacts) (December 2020).
Interstate 10/Cherry Valley Boulevard Interchange Project • 430 607
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Table 2.3.5-3: Effects Determination for Identified Endangered Species - Insects
Item 9.
Scientific name
Common Name
USFWS
Status
CDFW
Status
General Habitat
Re uirements
Effects
Determination
Reason for
Determination
Euphydryas editha
FE
-
Occupies a variety of
No Effect
Although the scrub oak
quino
habitat types that
chaparral, wild oats and
Quino checkerspot
butterfly
support California
plantain (Plantago
erecta), the species
primary larval host
plant, including
grasslands, coastal
sage scrub, chamise
chaparral, red shank
chaparral, juniper
woodland, and semi-
desert scrub. Can
also be found in
desert canyons and
washes at the lower
edge of chaparral
habitats.
annual brome grasslands,
and California buckwheat
scrub vegetation
communities provide
marginal habitat for this
species, California
plantain was not observed
within the BSA during the
field surveys.
Additionally, federally
designated Critical
Habitat for this species is
not present within the
BSA and there have been
no recorded occurrences
of this species within 5
miles of the BSA
(CNDDB, 2020).
Source: Michael Baker International, Natural Environment Study (Minimal Impacts) (December 2020).
Table 2.3.5-4: Effects Determination for Identified Endangered Species - Birds
Scientific name
Common Name
USFWS
Status
CDFW
Status
General Habitat
Requirements
Effects
Determination
Reason for
Determination
Empidonax trailii
extimus
Southwestern
Willow Flycatcher
FE
SE
Uncommon summer
resident in southern
California primarily
found in lower
elevation riparian
habitats occurring
along streams or in
meadows. The
structure of suitable
breeding habitat
typically consists of a
dense mid -story and
understory and can
also include a dense
canopy. Nest sites are
generally located near
surface water or
saturated soils. The
presence of surface
water, swampy
conditions, standing or
flowing water under
No Effect
Suitable thickets of
willows and dense
riparian habitat along
streams are not present
within the BSA.
Additionally, this species
was not observed during
the field surveys and
Federally -designated
Critical Habitat for this
species is not present
within the BSA.
Therefore, it was
determined that "No
Effect" to southwestern
willow flycatcher would
occur.
Interstate 10/Cherry Valley Boulevard Interchange Project • 431 608
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Item 9.
Scientific name
Common Name
USFWS
Status
CDFW
Status
General Habitat
Requirements
Effects
Determination
Reason for
Determination
the riparian canopy
are preferred.
Polioptila
californica
californica Coastal
California
gnatcatcher
FT
SSC
Yearlong resident of
sage scrub habitats
that are dominated by
California sagebrush.
This species generally
occurs below 750 feet
amsl in coastal
regions and below
1,500 feet amsl inland.
Ranges from the
Ventura County, south
to San Diego County
and northern Baja
California and it is less
common in sage scrub
with a high percentage
of tall shrubs. Prefers
habitat with more low -
growing vegetation.
No Effect
The BSA is outside of the
known elevation range for
this species. Additionally,
Federally -designated
Critical Habitat for this
species is not present
within the BSA and there
have been no recorded
occurrences of this
species within 5 miles of
the BSA (CNDDB, 2020).
Therefore, it was
determined that "No
Effect" to coastal
California gnatcatcher
would occur.
Vireo bellii pusillus
Least Bell's vireo
FE
SE
SSC
Summer resident in
southern California.
Breeding habitat
generally consists of
dense, low, shrubby
vegetation in riparian
areas, and mesquite
brushlands, often near
water in arid regions.
Early successional
cottonwood -willow
riparian groves are
preferred for nesting.
The most critical
structural component
of nesting habitat in
California is a dense
shrub layer that is 2 to
10 feet (0.6 to 3.0
meters) above ground.
The presence of
water, including
ponded surface water
or moist soil
conditions, may also
be a key component
for nesting habitat.
No Effect
Suitable breeding and
foraging habitat
consisting of dense
riparian vegetation is not
present within the BSA.
The mule fat thicket (0.12
acre) that occurs within
the northwest portion of
the BSA, just south of !-
10, is sparsely vegetated
and lacks the riparian
tree species and dense
understory preferred by
this species for
foraging/nesting.
Additionally, Federally -
designated Critical
Habitat for this species is
not present within the
BSA. Therefore, it was
determined that "No
Effect" to least Bell's
vireo would occur.
Source: Michael Baker International, Natural Environment Study (Minimal Impacts) (December 2020).
Interstate 10/Cherry Valley Boulevard Interchange Project • 432 609
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Table 2.3.5-5: Effects Determination for Identified Endangered Species:
Flowering Plants
Item 9.
Scientific name
Common Name
USFWS
Status
CDFW
Status
General Habitat
Re uirements
Effects
Determination
Reason for
Determination
Ambrosia
pumila
San Diego
ambrosia
FE
--
Perennial rhizomatous
herb. Occurs on sandy
loam or clay soils (often
in disturbed areas) and
sometimes alkaline
soils. Habitats include
chaparral, coastal
scrub, valley and foothill
grassland, and vernal
pools. Grows in
elevation ranging from
66 to 1,362 feet amsl.
Blooming period is April
through October.
No Effect
The BSA is outside of the
known elevation range
for this species.
Therefore, it was
determined that "No
Effect" to San Diego
ambrosia would occur.
Astragalus
lentiginosus var.
coachellae
Coachella
Valley milk-
vetch
FE
--
Annual / perennial herb.
Occurs in dunes and
sandy flats along
disturbed margins of
sandy washes and in
sandy soils along
roadsides adjacent to
existing sand dunes.
May also occur in sandy
substrates in creosote
bush scrub. Found at
elevations ranging from
130 through 2,150 feet
amsl. Blooming period is
February through May.
No Effect
The BSA is outside of the
known elevation range
for this species.
Atriplex
coronata var.
notatior
San Jacinto
Valley
crownscale
FE
-
Annual herb. Occurs in
alkaline soils within
playas, valley and
foothill grassland
(mesic), and vernal pool
habitats. Grows in
elevations ranging from
456 through 1,640 feet
amsl. Blooming period
is April through August.
No Effect
The BSA is outside of the
known elevation range
for this species.
Additionally, the BSA
primarily consists of
sandy loam textures and
terrace escarpments and
not the alkaline and
mesic soils preferred by
this species. Therefore, it
was determined that "No
Effect" to San Jacinto
Valley crownscale would
occur.
Brodiaea filifolia
thread -leaved
brodiaea
FT
SE
Perennial bulbiferous
herb. Often found on
clay soils within
chaparral (openings),
cismontane woodland,
coastal scrub, playas,
valley and foothill
grassland, and vernal
No Effect
Although the scrub oak
chaparral, wild oats and
annual brome
grasslands, and
California buckwheat
scrub vegetation
communities provide
marginal habitat, the
Interstate 10/Cherry Valley Boulevard Interchange Project • 433 610
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Item 9.
Scientific name
Common Name
USFWS
Status
CDFW
Status
General Habitat
Requirements
Effects
Determination
Reason for
Determination
pools. Found at
elevations ranging from
82 through 3,675 feet
amsl. Blooming period
is March through June.
BSA primarily consists of
sandy loam textures and
terrace escarpments and
not the clay soils
preferred by this species.
Additionally, there have
been no recorded
occurrences of this
species within 5 miles of
the BSA (CNDDB, 2020).
Therefore, it was
determined that "No
Effect" to thread -leaved
brodiaea would occur.
Dodecahema
leptoceras
slender -horned
spineflower
FT
SE
Perennial herb. Grows
in sandy or gravelly soils
within chaparral and
coastal scrub (alluvial
fan) habitats. Found at
elevations ranging from
298 through 2,001 feet
amsl. Blooming period is
April through
September.
No Effect
Although the scrub oak
chaparral and California
buckwheat scrub
vegetation communities
provide marginal habitat,
this species is possibly
extirpated from the area
(CNDDB, 2016).
Eriastrum
densifolium ssp.
sanctorum
Santa Ana River
woollystar
FE
SE
Perennial herb. Grows
in sandy or gravelly
soils within chaparral
and coastal scrub
(alluvial fan) habitats.
Found at elevations
ranging from 298
through 2,001 feet
amsl. Blooming period
is April through
September.
No Effect
The BSA is outside of the
known elevation range
for this species.
Therefore, it was
determined that "No
Effect" to Santa Ana
River woollystar would
occur.
Navarretia
fossalis
spreading
navarretia
FE
-
Annual herb. Habitats
include chenopod
scrub, marshes and
swamps (assorted
shallow freshwater),
playas, and vernal
pools. Grows in
elevation ranging from
98 through 2,149 feet
amsl. Blooming period
is April through June.
No Effect
The BSA is outside of the
known elevation range
for this species.
Therefore, it was
determined that "No
Effect" to spreading
navarretia would occur.
Source: Michael Baker International, Natural Environment Study (Minimal Impacts) (December 2020).
Interstate 10/Cherry Valley Boulevard Interchange Project • 434 611
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Item 9.
Table 2.3.5-6: Effects Determination for Identified Endangered Species: Amphibians Scientific name
Common Name
USFWS
Status
CDFW
Status
General Habitat
Requirements
Effects
Determination
Reason for
Determination
Rana Draytonii
California red-
legged frog
FT
SSC
Breeding sites are in a
variety of aquatic
habitats including
streams, deep pools,
backwaters within
streams and creeks,
ponds, marshes, sag
ponds, dune ponds,
lagoons, and artificial
impoundments (i.e.,
stock ponds). Breeding
adults are often
associated with deep
(greater than 2 feet) still
or slow -moving water
and dense shrubby
riparian or emergent
vegetation.
No Effect
Suitable aquatic
habitats with
permanent flows
preferred by this
species for breeding
are not present within
the BSA. Additionally,
federally designated
Critical Habitat for this
species is not present
within the BSA and
there have been no
recorded occurrences
of this species within 5
miles of the BSA
(CNDDB, 2020).
Rana Jnuscosa
FE
SE
The species inhabits
No Effect
Suitable aquatic
southern mountain
yellow -legged frog
WL
ponds, lakes, and
streams at moderate to
high elevations. Usually
associated with montane
riparian habitats in
lodgepole pine,
ponderosa pine (Pinus
ponderosa), sugar pine
(Pinus lambertiana),
white fir, whitebark pine
(Pinusalbicaulis), and
wet meadow vegetation
types. Occupied alpine
lakes usually have
margins that are grassy
or muddy and inhabit
sandy or rocky shores at
lower elevations.
habitats with
permanent flows
preferred by this
species for breeding
are not present within
the BSA. Additionally,
federally designated
Critical Habitat for this
species is not present
within the BSA and this
species is possibly
extirpated/ extirpated
from the area (CNDDB,
2020).
Streams utilized vary
from rocky, high gradient
streams with numerous
pools, rapids, and small
waterfalls to those with
marshy edges and sod
banks. Species seems to
prefer streams of low
gradient and slow or
moderate flow with very
small, shallow streams
being less frequently
used.
Source: Michael Baker International, Natural Environment Study (Minimal Impacts) (December 2020).
Interstate 10/Cherry Valley Boulevard Interchange Project • 435 612
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Table 2.3.5-7: Effects Determination for Identified Endangered Species:
Mammals
Item 9.
Scientific name
Common Name
USFWS
Status
CDFW
Status
General Habitat
Re uirements
Effects
Determination
Reason for
Determination
Dipodomys
merriami parvus
San Bernardino
kangaroo rat
FE
SSC
Primarily found in
Riversidian alluvial fan
sage scrub and sandy
loam soils, alluvial fans
and flood plains, and
along washes with
nearby sage scrub. May
occur at lower densities
in Riversidian upland
sage scrub, chaparral
and grassland in
uplands and tributaries
in proximity to
Riversidian alluvial fan
sage scrub habitats.
Tend to avoid rocky
substrates and prefer
sandy loam substrates
for digging of shallow
burrows.
No Effect
Suitable Riversidian
alluvial fan sage scrub
habitat is not present
within the BSA. Although
chaparral and grassland
vegetation communities
occur within the BSA,
they do not occur in
proximity to Riversidian
alluvial fan sage scrub
habitat. Additionally,
Federally -designated
Critical Habitat for this
species is not present
within the BSA and there
have been no recorded
occurrences of this
species within 5 miles of
the BSA (CNDDB, 2020).
Therefore, it was
determined that "No
Effect" to San Bernardino
kangaroo rat would
occur.
Dipodomys
stephensi
Stephens'
kangaroo rat
FE
ST
Occur in arid and semi-
arid habitats of open
grassland or sparse
shrublands with less
than 50 percent
protective cover.
Require soft, well-
drained substrate for
building burrows and
are typically found in
areas with sandy soil in
areas with < 30 percent
slope.
No Effect
The wild oats and annual
brome grasslands
provides marginal habitat
for this species.
However, this species
was not detected during
the field surveys and
Federally -designated
Critical Habitat for this
species is not present
within the BSA.
Therefore, it was
determined that "No
Effect" to Stephens'
kangaroo rat would
occur.
Perognathus
longimembris
pacificus
Pacific pocket
mouse
FE
SSC
One of sixteen currently
recognized subspecies
of little pocket mouse
(Perognathus
longimembris), which is
a widespread species
that is distributed
throughout arid regions
of the western U.S.
extending into northern
part of Baja California
No Effect
The BSA is outside of the
known range of this species
and the habitats preferred
by this species are not
present within the BSA.
Additionally, federally
designated Critical Habitat
for this species is not
present within the BSA and
there have been no recorded
occurrences of this species
Interstate 10/Cherry Valley Boulevard Interchange Project • 436 613
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Item 9.
Scientific name
Common Name
USFWS
Status
CDFW
Status
General Habitat
Requirements
Effects
Determination
Reason for
Determination
peninsula and west
within 5 miles of the BSA
central Sonora, Mexico.
(CNDDB, 2020).
Pacific pocket mouse is
associated with fine
grain, sandy substrates
in coastal strand,
coastal dunes, river
alluvium and coastal
sage scrub habitats
within 2.5 miles of the
ocean in southern
California.
Source: Michael Baker International, Natural Environment Study (Minimal Impacts) (December 2020).
Additionally, there has been no communication with the USFWS or with the National Oceanic and Atmospheric Administration's (NOAA) Fisheries regarding the FESA. The project site located outside of NOAA Fisheries jurisdiction; therefore, a NOAA Fisheries species list is not required and no effects to NOAA Fisheries species are anticipated. As discussed in Section
2.3.4 Animal Species, project site is not located within Federally designated Critical Habitat and consultation with USFWS pursuant to the FESA for the loss or adverse modification to Critical Habitat would not be required.
Environmental Consequences
No -Build Alternative
Project improvements would not occur under the No -Build Alternative; therefore, the No -Build Alternative would not impact threatened and endangered species.
Build Alternatives 3 and 4
According to the NES-MI, threatened and endangered species listed within the USFWS Information System were not observed within the BSA during any of the field surveys. As described in Tables 2.3.5-1 through 2.3.5-7, the BSA does not provide suitable habitats for any of the listed species within the BSA.
Therefore, implementation of the Build Alternatives would not lead to any direct or indirect impacts to the listed threatened and endangered species. As such, it was determined by Caltrans that the Build Alternatives would have "no effect" on the listed threatened and endangered species.
Avoidance, Minimization, and/or Mitigation Measures
No measures are proposed.
Interstate 10/Cherry Valley Boulevard Interchange Project • 437 614
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures
2.3.6 Invasive Species
Regulatory Setting
On February 3, 1999, President William J. Clinton signed Executive Order (EO) 13112 requiring federal agencies to combat the introduction or spread of invasive species in the United States. The order defines invasive species as "any species, including its seeds, eggs, spores, or other biological material capable of propagating that species, that is not native to that ecosystem whose introduction does or is likely to cause economic or environmental harm or harm to human health." Federal Highway Administration (FHWA) guidance issued August 10, 1999 directs the use of the State's invasive species list, maintained by the California Invasive Species Council to define the invasive species that must be considered as part of the National Environmental Policy Act (NEPA) analysis for a proposed project.
Affected Environment
This section is based upon the Natural Environment Study (Minimal Impacts) (NES-MI) prepared for the project dated December 2020.
Noxious weed species include species designated as federal noxious weeds by USDA, species listed by the California Department of Food and Agriculture, and other exotic pest plants designated by the California Invasive Plant Council (Cal-IPC). Invasive plant species occur throughout the various natural vegetation communities and land cover types within the BSA.
According to the NES-MI, some of the more commonly exotic plants that are occurring within the BSA include tree of heaven, slender oat, wild oat, ripgut brome, foxtail brome, tocalote, yellow star thistle, Bermuda grass, red stemmed filaree, short podded mustard, tree tobacco, black locust, Russian thistle, and puncture vine.
Environmental Consequences
Noxious weeds can have a destructive impact on landscape by displacing native plant species, increasing soil erosion, and decreasing wildlife habitat.
Thus, it is important to control or eradicate the invasive species.
Temporary Impact
No -Build Alternative
The No -Build Alternative would not require the construction of any of the project improvements. As a result, the No -Build Alternative would not result in new impacts related to invasive species. Locations within the BSA where invasive species currently occur would not be modified under the No -Build Alternative.
Build Alternatives 3 and 4
Potential impacts from invasive species associated with construction and operation of transportation projects are considered permanent. Refer to the Build Alternatives subsection under the Permanent Impacts for discussion regarding invasive species.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 438 615
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Permanent Impact
No -Build Alternative
Project improvements would not occur under the No -Build Alternative. As such, the No -Build Alternative would not result in impacts related to invasive species.
Build Alternatives 3 and 4
In compliance with the Executive Order on Invasive Species, EO 13112, and guidance from the Federal Highway Administration (FHWA), the landscaping and erosion control included in the Build Alternatives would not use species listed as invasive. None of the species on the California list of invasive species is used by Caltrans for erosion control or landscaping. As noted in Measure NC -2, all equipment and materials would be inspected for the presence of invasive species and cleaned prior to use in the project area. In areas of particular sensitivity, extra precautions would be taken if invasive species are found in or next to the construction areas. These include the inspection and cleaning of construction equipment and eradication strategies to be implemented should an invasion occur. Additionally, operation and maintenance of both Build Alternatives 3 and 4 would not increase the threat of invasive species beyond the existing condition associated with vehicle and pedestrian use on 1-10 and Cherry Valley Boulevard. With implementation of NC -2, significantly adverse effects would not occur towards suitable habitat for endangered species.
Avoidance, Minimization, and/or Mitigation Measures
Refer to Measure NC -2 in Section 2.3.1, Natural Communities.
2.3.7 Cumulative Impacts
Regulatory Setting
Cumulative impacts are those that result from past, present, and reasonably foreseeable future actions, combined with the potential impacts of the proposed project. A cumulative effect assessment looks at the collective impacts posed by individual land use plans and projects. Cumulative impacts can result from individually minor but collectively substantial impacts taking place over a period of time.
Cumulative impacts to resources in the project area may result from residential, commercial, industrial, and highway development, as well as from agricultural development and the conversion to more intensive agricultural cultivation. These land use activities can degrade habitat and species diversity through consequences such as displacement and fragmentation of habitats and populations, alteration of hydrology, contamination, erosion, sedimentation, disruption of migration corridors, changes in water quality, and introduction or promotion of predators. They can also contribute to potential community impacts identified for the project, such as changes in community character, traffic patterns, housing availability, and employment.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 439 616
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures The California Environmental Quality Act (CEQA) Guidelines Section 15130 describes when a cumulative impact analysis is necessary and what elements are necessary for an adequate discussion of cumulative impacts. The definition of cumulative impacts under CEQA can be found in Section 15355 of the CEQA Guidelines. A definition of cumulative impacts under the National Environmental Policy Act (NEPA) can be found in 40 Code of Federal Regulations (CFR) Section 1508.7.
Methodology
Caltrans' Guidance for Preparers of Cumulative Impact Analysis (dated June 2005) was consulted in conjunction with preparation of the cumulative analysis for the I-10/Cherry Valley Boulevard Interchange Improvement Project. The potential for cumulative impacts was evaluated by considering those resources potentially impacted by the project, either directly or indirectly. In accordance with Caltrans' Guidance for Preparers of Cumulative Impact Analysis, if a project would not cause direct or indirect impacts on a resource, it would not contribute to a cumulative impact on that resource and need not be further evaluated. Resource Study Areas (RSAs) for those resources warranting analysis were identified for each respective resource.
As discussed at the beginning of Chapter 2, or in the related sections of Chapter 2 of this environmental document, the Build Alternatives would result in minor impacts but would not result in direct or indirect impacts for the topics listed below; therefore, no discussion is provided for the following topics in the evaluation of potential cumulative impacts:
• Coastal Zone
• Wild and Scenic Rivers
• National Marine Fisheries Service
• Timberlands
• Land Use
• Parks and Recreational Facilities
• Farmlands
• Growth
• Community Character and Cohesion
• Relocations and Real Property Acquisition
• Environmental Justice
• Utilities/Emergency Services
• Traffic and Transportation/Pedestrian and Bicycle Facilities • Visual/Aesthetics
• Cultural Resources
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 440 617
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures • Hydrology and Floodplain
• Water Quality and Storm Water Runoff
• Geology/Soils/Seismic/Topography
• Air Quality
• Noise
• Energy
• Threatened and Endangered Species
• Invasive Species
Resources Evaluated for Potential Cumulative Analysis
The following resources are evaluated in this section for cumulative impacts:
• Paleontology
• Hazardous Waste/Materials
• Biological Resources (Natural Communities, Wetlands and Other Waters, Plant Species, Animal Species)
The discussion of potential cumulative impacts is presented by the environmental resource area. Due to its location within a City's jurisdiction and in unincorporated areas of Riverside County, Tables 2.4-1, City of Calimesa Reasonably Foreseeable Projects, and 2.4-2, Riverside County Reasonably Foreseeable Projects, include the reasonably foreseeable projects within the project area.
Paleontology
The RSA pertaining to paleontological resources includes a records search area that consisted of the project area and the U.S. Geological Survey 7.5 - minute El Casco quadrangle map, as identified in the PIR/PER prepared for the project. The literature, records search, and survey indicate that the project could have the potential to adversely affect important, nonrenewable, highly sensitive paleontological resources.
Based on analysis provided in the PIR/PER, a High Potential paleontological sensitivity ranking was assigned to several portions of the project area where very old alluvial -fan deposits (Qvof3) and old alluvial -fan deposits (Qof2) are mapped at the ground surface as these units are potentially fossiliferous in the finer -grained beds. The PIR/PER also includes within the High Potential subareas portions of the project area near the interchange where the young axial -valley deposits (Qya5) are mapped, as observations from the survey indicate these deposits, at least in this subarea, may shallowly overlie the old alluvial -fan deposits (Qof2). In addition, data within the PIR/PER indicates the presence of deposits consistent with the Live Oak Canyon (Qlo) unit and/or upper San Timoteo Formation at a depth of 29 feet bgs near the center of the interchange.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 441 618
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Unit Qlo also may be present at shallower depths farther to the southwest of the site near Roberts Road. The PIR/PER notes an abundance of fossil localities within three miles of the project area, mostly from the San Timoteo Formation. This formation likely is also present at unknown depths in and around the interchange in the project area, and could be impacted by project - related ground -disturbing activities, which are anticipated to reach 12 to 25 feet bgs.
Table 2.4-1: City of Calimesa Reasonably Foreseeable Projects Map
ID
Project Name
Project Description
Location
Status
1 Majestic Realty
Two pad proposal for
one gas station and
one drive through
restaurant
California
Street and
County Line
Road
No approvals have
been granted.
2 Stearns
property
82 -acre industrial
development
9950 Calimesa
Boulevard
No formal
application has
been submitted
and no approvals
have been granted.
3 The Heights at
Calimesa
Specific Plan
High density multi-
family residential
development
East of 1-10,
south of
Rancho
Calimesa
Mobile Home
Park
No formal
application has
been submitted
and no approvals
have been granted.
4 Oak Valley
Town Center
Industrial/commercial
development
West of 1-10,
south of
Singleton Road
A formal
application has
been submitted but
no approvals have
been granted.
5 Beaumont
Unified School
District
K-8 school
Within the
Summerwind
Ranch Specific
Plan area
An addendum to
the Summerwind
Ranch Specific
Plan EIR was
approved by school
board. Currently
under construction.
6 TTM 37802 —
Reidman
179 -lot single-family
Residential subdivision
West of 1-10
and
LawDesert
Drve
A formal
application has
been submitted but
no approvals have
been granted at
this time.
7 Summerwind
Trails — Phase 1
Lennar Tract
141 -unit single-family
Residential subdivision
Within the
Summerwind
Ranch Specific
Plan area
Currently under
construction.
8 Summerwind
Commons
75,000 sf
commercial/retail
development
Within the
Summerwind
Ranch Specific
Plan area
No approvals have
been granted.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 442 619
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures Map
ID
Project Name
Project Description
Location
Status
9 San Gorgonio
Crossings
Project
229 -acre high cube
warehouse
development
East of 1-10,
north of Cherry
Valley
Boulevard
EIR re -opened in
July 2019 per court
order and Board of
Supervisors Action.
Source: Community Impact Assessment Memorandum (January 2021).
Table 2.4-2: Riverside County Reasonably Foreseeable Projects Map
ID
Project Name
Project Description
Location
Status
10 PM36564
228 -acre subdivision
East of 1-10,
north of Cherry
Valley
Boulevard
Approval has been
granted.
11 PP25337
230 -acre industrial
warehouse
development
East of 1-10,
north of Cherry
Valley
Boulevard
Approval has been
granted.
12 CUP03322
Truck and equipment
garage and office
East of 1-10,
south of Cherry
Valley
Boulevard
Approval has been
granted.
13 PP16147
Unmanned
telecommunications
building
East of 1-10,
south of Cherry
Valley
Boulevard
Approval has been
granted.
Source: Community Impact Assessment Memorandum (January 2021).
Construction activities in the project area below the present ground surface may uncover vertebrate fossil remains. Therefore, impacts on paleontological resources in these areas may occur during project construction. To minimize these potential impacts, Measure PAL -1 would require preparation of a Worker's Environmental Awareness Program (WEAP) regarding the types of fossils that could be found in the project area and the procedures to follow shall paleontological resources be encountered. Measure PAL -2 would include preparation of a Paleontological Mitigation Plan (PMP) for the project.
The project's PMP would include measures based on the assigned sensitivity rankings as well as the proposed depths of ground disturbance throughout the project area, as surface and near -surface geologic units are well documented while geologic units at greater depths remain undocumented.
Measure PAL -3 would be required and would implement a program for recovery and procurement of fossils encountered during construction.
As mentioned previously, construction activities in the project area below the present ground surface may uncover vertebrate fossil remains. Therefore, other development projects in the RSA could disturb nonrenewable paleontological resources. However, because these projects would be discretionary actions and subject to project -specific environmental review, they would be required to incorporate measures to reduce impacts on Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 443 620
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures unknown, nonrenewable paleontological resources. Therefore, construction activities associated with the Build Alternatives, in conjunction with other projects, would not result in cumulative impacts related to unknown and nonrenewable paleontological resources.
Once the Build Alternatives and other projects are operational, they would not have the potential to affect unknown and nonrenewable paleontological resources. Therefore, operation of the Build Alternatives, in conjunction with other projects, would not substantially contribute to cumulative impacts related to paleontological resources.
Hazardous Waste/Materials
The RSA for hazardous materials/hazards is the area within 0.5 -mile of the project site, which includes all cumulative projects listed in Tables 2.4-1 and
2.4-2 except for the Majestic Realty development in the City of Calimesa, located approximately two miles north of the project site. During the short- term construction process, there is a potential for construction workers to be exposed to hazardous waste/materials as a result of on -site conditions and contamination. These potential effects relate to lead -based paints, asbestos - containing materials, treated wood waste, electrical transformers, leaking storage tanks, aerially -deposited lead, and pesticides/herbicides related to agricultural uses. This IS/EA includes Measures HAZ-1 through HAZ-8 to minimize impacts in this regard.
The Build Alternatives would not result in permanent impacts related to hazardous waste/materials, since routine maintenance activities during operation of the Build Alternatives 3 and 4 would be required to follow applicable regulations with respect to the use, storage, handling, transport, and disposal of potentially hazardous materials.
The Build Alternatives are not anticipated to result in an increase in the amount of hazardous materials in the RSA. The other development projects in the RSA could result in similar short-term exposure to hazardous materials during the construction period. However, because these projects would be discretionary actions and subject to project -specific environmental review, they would be required to incorporate measures to reduce impacts related to hazardous waste/materials. Therefore, construction activities associated with the Build Alternatives, in conjunction with other projects, would not substantially contribute to cumulative impacts related to hazardous waste/materials resources.
Biological Resources (Natural Communities, Wetlands and Other Waters, Plant Species, Animal Species)
The RSA associated with the analysis of cumulative impacts for biological resources is the plan area associated with the WR-MSHCP. According to the Western Riverside County RCA's online WR-MSHCP Interactive Map, the BSA is not located within a Subunit of the WR-MSHCP. The project is Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 444 621
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures considered to be a Covered Activity under Section 7.1 of the WR-MSHCP; pursuant to this section, public and private development, including the construction of buildings, structures, infrastructure and all alterations of the land, that are carried out by Permittees that are outside of Criteria Areas and P/QP Lands are permitted under the WR-MSHCP, subject to consistency with the policies that apply outside the Criteria Area. Since the project is a Covered Activity and located outside designated Conservation Areas, Criteria Cells, P/QP Lands, Cores, or Linkages, the Build Alternatives are considered consistent with the WR-MSHCP.
The BSA is comprised of rural residential and commercial land uses, parcels currently undergoing construction for residential development, 1-10 and surrounding roadways, remnant agricultural lands, ranching land, natural vegetation communities, and ornamental vegetation. Within the boundaries of the BSA, parcels located to the north of 1-10 are primarily composed of rural residential land uses, ranching land, remnant agricultural land, the Rancho Calimesa Mobile Home Ranch, a commercial trucking business, natural vegetation communities, and ornamental vegetation. Parcels within the BSA located to the south of 1-10 are primarily undergoing residential development; however, scattered patches of natural and ornamental vegetation are present throughout. In addition, rural residential land uses and the Plantation on the Lake residential community comprise the southeast portion of the BSA.
Vacant land with scattered rural residential and commercial land uses primarily surround the BSA to the north, east, and west. Residential housing is located to the south of the BSA.
Based on the NES-MI, impacts related to natural communities could result as a result of the Build Alternatives. An ornamentally planted oak tree grove consisting of California live oak is located within the central portion of the BSA, and the Build Alternatives could result in indirect impacts to Cuyamaca cypress stands. In addition to the implementation of Caltrans Standard Specifications, Measures NC -1 through NC -3 have been included to minimize impacts to natural communities.
The Build Alternatives could result in impacts to jurisdictional waters. Based on the NES-MI, jurisdictional waters subject to regulation by the RWQCB and CDFW exist within the project site. Thus, Measures WET -1 and WET -2 would be required to minimize impacts to jurisdictional waters.
Based on the NES-MI, impacts related to plant species would occur as a result of the Build Alternatives. Cuyamaca cypress and southern California black walnut were the only special -status plant species observed, within the western portion of the BSA. As noted above, the Build Alternatives would include the implementation of Caltrans Standard Specifications in addition to Measures NC -1 through NC -3. Adherence to these specifications/measures would minimize impacts related to plant species.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 445 622
Chapter 2 • Affected Environment, Environmental Consequences, and Avoidance, Minimization, and/or Mitigation Measures The NES-MI indicates that the Build Alternative could result in impacts to a range of various animal species. These animal species include bats, San Diegan tiger whiptail, Cooper's hawk, Southern California rufous -crowned sparrow, burrowing owl, California horned lark, northwestern San Diego pocket mouse, white-tailed kite, and San Diego black -tailed jackrabbit. Thus, Measures NC -1 and AS -1 through AS -4 have been included in this IS/EA in order to minimize impacts to sensitive animal species.
As noted above, with implementation of Caltrans Standard Specifications and Measures NC -1, NC -2, NC -3, WET -1, WET -2, AS -1, AS -2, AS -3, and AS -4, the Build Alternatives would not result in adverse effects related to biological resources. The Build Alternatives are not anticipated to result in cumulative impacts; although other development projects in the RSA could result in similar effects related to sensitive biological resources, these projects would be discretionary actions and subject to project -specific environmental review, they would be required to incorporate measures to reduce impacts related to biological resources. In addition, as noted previously, the project is considered to be a Covered Activity under Section 7.1 of the WR-MSHCP, which is a planning level document focused on the conservation of species and habitats on a regional basis, including the RSA for this analysis. Since the project is a Covered Activity and located outside designated Conservation Areas, Criteria Cells, P/QP Lands, Cores, or Linkages, the Build Alternatives are considered consistent with the WR-MSHCP. Therefore, the Build Alternatives, in conjunction with other projects, would not substantially contribute to cumulative impacts related to biological resources.
Item 9.
Interstate 10/Cherry Valley Boulevard Interchange Project • 446 623
Item 9.
Chapter 3 CEQA Evaluation
3.1 Determining Significance Under CEQA
The proposed project is a joint project by the California Department of Transportation (Department) and the Federal Highway Administration (FHWA) and is subject to state and federal environmental review requirements. Project documentation, therefore, has been prepared in compliance with both the California Environmental Quality Act (CEQA) and the National Environmental Policy Act (NEPA). FHWA's responsibility for environmental review, consultation, and any other actions required by applicable Federal environmental laws for this project are being, or have been, carried out by Caltrans pursuant to 23 United States Code Section 327 (23 USC 327) and the Memorandum of Understanding dated December 23, 2016, and executed by FHWA and Caltrans. The Department is the lead agency under CEQA and NEPA.
One of the primary differences between NEPA and CEQA is the way significance is determined. Under NEPA, significance is used to determine whether an EIS, or a lower level of documentation, will be required. NEPA requires that an EIS be prepared when the proposed federal action (project) as a whole has the potential to "significantly affect the quality of the human environment." The determination of significance is based on context and intensity. Some impacts determined to be significant under CEQA may not be of sufficient magnitude to be determined significant under NEPA. Under NEPA, once a decision is made regarding the need for an EIS, it is the magnitude of the impact that is evaluated, and no judgment of its individual significance is deemed important for the text. NEPA does not require that a determination of significant impacts be stated in the environmental documents.
CEQA, on the other hand, does require the Department to identify each "significant effect on the environment" resulting from the project and ways to mitigate each significant effect. If the project may have a significant effect on any environmental resource, then an EIR must be prepared. Each and every significant effect on the environment must be disclosed in the EIR and mitigated if feasible. In addition, the CEQA Guidelines list a number of "mandatory findings of significance," which also require the preparation of an EIR. There are no types of actions under NEPA that parallel the findings of mandatory significance of CEQA. This chapter discusses the effects of this project and CEQA significance.
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Chapter 3 • CEQA Evaluation
Item 9.
3.2 CEQA Environmental Checklist
This checklist identifies physical, biological, social, and economic factors that might be affected by the proposed project. In many cases, background studies performed in connection with the projects will indicate that there are no impacts to a particular resource. A NO IMPACT answer in the last column reflects this determination. The words "significant" and "significance" used throughout the following checklist are related to CEQA, not NEPA, impacts.
The questions in this form are intended to encourage the thoughtful assessment of impacts and do not represent thresholds of significance.
Project features, which can include both design elements of the project, and standardized measures that are applied to all or most Caltrans projects such as Best Management Practices (BMPs) and measures included in the Standard Plans and Specifications or as Standard Special Provisions, are considered to be an integral part of the project and have been considered prior to any significance determinations documented below; see Chapters 1 and 2 for a detailed discussion of these features. The annotations to this checklist are summaries of information contained in Chapter 2 in order to provide the reader with the rationale for significance determinations; for a more detailed discussion of the nature and extent of impacts, please see Chapter 2. This checklist incorporates by reference the information contained in Chapters 1 and 2.
Interstate 10/Cherry Valley Boulevard Interchange Project • 448 625
Chapter 3 • CEQA Evaluation
Item 9.
3.2.1 Aesthetics
Except as provided in Public Resources
Code Section 21099, would the project:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
a) Have a substantial adverse effect on a
scenic vista?
a
b) Substantially damage scenic resources,
including, but not limited to, trees, rock
outcroppings, and historic buildings within a
state scenic highway?
c) In non -urbanized areas, substantially
degrade the existing visual character or
quality of public views of the site and its
surroundings? (Public views are those that
are experienced from a publicly accessible
vantage point). If the project is in an
urbanized area, would the project conflict with
applicable zoning and other regulations
governing scenic quality?
"
❑
d) Create a new source of substantial light or
glare which would adversely affect day or
nighttime views in the area?
❑
x
The potential for Build Alternatives 3 and 4 to result in visual impacts was assessed in the Visual Impact Assessment for the Interstate 10/Cherry Valley Boulevard Interchange Improvement Project (July 2021) and Section 2.1.10, above. The following discussion is based on those analyses. a) and b) No Impact
As discussed in Section 2.1.10, there are no officially designated or eligible State scenic highways in the vicinity of the project site. Additionally, the project site does not afford local/county-designated scenic corridors, views, or vistas that are identified in the Calimesa General Plan or the Riverside County General Plan. As such, no impact would occur in this regard. c) Less than Significant
Temporary Construction Impacts
As discussed in Section 2.1.10, community residents, recreational users, and motorists traveling along the project corridor would be exposed to construction vehicles, staging areas, debris, and other common construction activities. However, these impacts would be short-term and would cease upon project completion (construction is anticipated to be completed in approximately 24 months). As such, impact in this regard would be less than significant.
Interstate 10/Cherry Valley Boulevard Interchange Project • 449 626
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Item 9.
The proposed project could require nighttime construction activities which would potentially result in light impacts to nearby residents and motorists traveling on roadways through and adjacent to the project site. However, the project area contains existing sources of nighttime lighting (i.e., vehicle headlights, streetlights, residential lights, etc.) and therefore the new light source may not be perceived as obtrusive by viewers. Additionally, Avoidance and Minimization Measure VIS-1 is recommended to minimize temporary project -related light and glare effects by directing construction lighting away from off -site land uses, containing and directing lighting toward the specific area of construction. Thus, temporary impacts are anticipated to be less than significant in this regard.
Operational Impacts
Although both Build Alternatives would result in the reconstruction of a new overcrossing structure at the I-10/Cherry Valley Boulevard interchange, they would not substantially degrade the visual character of the project site or its surroundings. Under both Build alternatives, the proposed overcrossing structure and soundwalls would be similar in form, line, color, and texture to existing transportation uses in the project area. The proposed project would be designed in conformance with the applicable zoning regulations outlined in the City of Calimesa Municipal Code, as well as the policies identified in the Calimesa and Riverside County General Plans, and the County of Riverside Corridor Master Plan, to maintain visual character/quality. Implementation of Avoidance and Minimization Measures VIS-2 and VIS-4 would further maintain consistency with the existing visual character of the project site by implementing landscape and/or architectural treatments and by installing compatible landscaping along the freeway. Impacts would be less than significant in this regard.
d) Less than Significant
As discussed in Section 2.1.10, nighttime construction of both Build Alternatives would introduce new sources of light to the project area and result in light impacts to nearby residents and motorists traveling along the project site. The existing project site contains existing sources of light (i.e., vehicle headlights, streetlights, residential lights, etc.). Therefore, potential visual impacts regarding light and glare during construction would not be significantly adverse. Implementation of Avoidance and Minimization Measure VIS-1 would require the construction contractor to minimize project -related light and glare by directing construction lighting away from land uses located off -site and contain and direct lighting toward the specific area of construction.
Under Build Alternatives 3 and 4, new roadway lighting would be installed throughout the interchange, and a new traffic signal would be installed at the intersection of Cherry Valley Boulevard and Calimesa Boulevard and at the 1- 10 eastbound and westbound off- and on -ramps at Cherry Valley Boulevard.
Interstate 10/Cherry Valley Boulevard Interchange Project • 450 627
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Item 9.
However, the lighting and traffic signal would be similar in character to existing lighting/signal facilities within the project area. As such, impacts would be less than significant in this regard.
Interstate 10/Cherry Valley Boulevard Interchange Project • 451 628
Chapter 3 • CEQA Evaluation
Item 9.
3.2.2 Agriculture and Forest Resources
In determining whether impacts to agricultural resources are significant environmental effects, lead agencies may refer to the California Agricultural Land Evaluation and Site Assessment Model (1997) prepared by the California Dept. of Conservation as an optional model to use in assessing impacts on agriculture and farmland. In determining whether impacts to forest resources, including timberland, are significant environmental effects, lead agencies may refer to information compiled by the California Department of Forestry and Fire Protection regarding the state's inventory of forest land, including the Forest and Range Assessment Project and the Forest Legacy Assessment Project; and the forest carbon measurement methodology provided in Forest Protocols adopted by the California Air Resources Board.
Would the project:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
a) Convert Prime Farmland, Unique
Farmland, or Farmland of Statewide
Importance (Farmland), as shown on the
maps prepared pursuant to the Farmland
Mapping and Monitoring Program of the
California Resources Agency, to non-
agricultural use?
b) Conflict with existing zoning for
agricultural use, or a Williamson Act
contract?
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?
='
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?
The potential for Build Alternatives 3 and 4 to result in impacts to agriculture and forest resources was assessed in the Community Impact Assessment Memorandum (January 2021) and Section 2.1.3, above. The following discussion is based on those analyses.
Interstate 10/Cherry Valley Boulevard Interchange Project • 452 629
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Item 9.
a) Less Than Significant Impact
The project would impact land that has been designated by the California Department of Conservation as "Farmland of Local Importance," "Prime Farmland," and "Farmland of Statewide Importance." There are no properties designated as Unique Farmland on -site. Build Alternative 3 would directly convert 11.02 acres and indirectly convert 0.22 acres of farmland -designated land. Build Alternative 4 would directly convert 9.22 acres and indirectly convert 0.22 acres of farmland -designated land. These farmland -designated parcels represent less than one percent of all farmlands County -wide; therefore, impacts would be nominal. Additionally, the affected parcels are not currently used for the purposes of agricultural production. A less than significant impact would occur in this regard.
b) No Impact
The project site is not located in an area that has been designated or zoned by the City or County for agricultural use in the Calimesa General Plan or Riverside County General Plan. There are no Williamson Act contracts for the properties that would be impacted by the project. As such, no impact would occur in this regard.
c) and d) No Impact
There are no forest lands or timberlands located within or adjacent to the project site. Therefore, the project would not conflict with existing zoning for, or cause rezoning of, forest land, timberland, or timberland zoned Timberland Production, nor would the project result in the loss of forest land or conversion of forest land to non -forest use. No impact would occur in this regard. e) No Impact
The project's impacts on agricultural lands have been described above. There are no changes as a result of the project that would have the potential to affect farmland or forest land. No impacts would occur in this regard.
Interstate 10/Cherry Valley Boulevard Interchange Project • 453 630
Chapter 3 • CEQA Evaluation
Item 9.
3.2.3 Air Quality
Where available, the significance criteria established by the applicable air quality management district or air pollution control district may be relied upon to make the following determinations.
Would the project:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
a) Conflict with or obstruct implementation of
the applicable air quality plan?
X
b) Result in a cumulatively considerable net
increase of any criteria pollutant for which
the project region is non- attainment under
an applicable federal or state ambient air
quality standard?
n
c) Expose sensitive receptors to substantial
pollutant concentrations?
X
d) Result in other emissions (such as those
leading to odors) adversely affecting a
substantial number of people?
n
7 n
n
The potential for Build Alternatives 3 and 4 to result in impacts related to air quality was assessed in the Air Quality Report (December 2020) and Section
2.2.6, above. The following discussion is based on those analyses. a) and b) Less Than Significant Impact
The proposed project is located in the South Coast Air Basin (SCAB) and is within the jurisdiction of the South Coast Air Quality Management District (SCAQMD) and the California Air Resources Board (CARB). As discussed in the Air Quality section of Chapter 2, the Basin is an attainment area for CO, NO2, and SO2 and nonattainment for 03, PM2.5, and PM10 for State standards.
The Basin is an attainment area for NO2 and SO2, is a maintenance area for CO, PM1o, and is a nonattainment area for 03 and PM2.5 under federal standards.
The proposed project would construct a new I-10/Cherry Valley Boulevard interchange and will also include realignment of Calimesa Boulevard. With adherence to local, State, and federal rules and regulations, including Caltrans Standard Specifications for Construction (Sections 14-11.04 [Dust Control]) and 14-9.02 [Air Pollution Control]), the project would not violate any air quality standards during construction. No temporary impacts would occur in this regard and no measures are required.
Based on Section 2.2.6, Air Quality, the Build Alternatives under opening -year (2025) and design -year (2045) conditions would increase PM1o, and PM2.5 emissions compared to existing conditions and decrease ROG, NOx, and CO Interstate 10/Cherry Valley Boulevard Interchange Project • 454 631
Chapter 3 • CEQA Evaluation
Item 9.
emissions. However, the increase in PM is partly due to background growth in vehicle miles traveled (VMT) from 2019 to 2045, because PM fugitive dust emissions are a function of VMT. In addition, although PM exhaust emission factors decrease over time, fugitive dust PM emission factors increase over time due to the increase in truck percentages as a fraction of overall VMT within the study area. Accordingly, the total PM emissions increase over time.
The decreases in other pollutants are due to expected improvements in vehicle engine technology, fuel efficiency, and turnover in older, more heavily polluting vehicles, which reduces exhaust emissions. Another reason the implementation of the Build Alternatives would result in an increase in PMio and PM2.5 criteria pollutant emissions compared to no -build conditions is because the project would increase regional capacity, although there would be no increase in trip generation. Although AM and PM peak vehicle hours of delay through the I-10/Cherry Valley Boulevard interchange would decrease as a result of the proposed project, PMio and PM2.5 criteria pollutant emissions would increase due to the increase in overall daily VMT in the transportation study area.
The proposed project is included in the SCAG 2020-2045 financially constrained Regional Transportation Plan Sustainable Communities Strategy (RTP/SCS) and 2021 Federal Transportation Improvement Program (FTIP), both of which were found to be conforming (see Section 2.2.6, Air Quality, of this IS/EA). Therefore, the proposed project would not conflict with the AQMP, violate any air quality standard, result in a net increase of any criteria pollutant. Thus, a less than significant impact would occur in this regard and no measures are required.
c) Less than Significant Impact
Temporary Construction Impacts
The closest sensitive receptors to the proposed project include two nearby parks (Trevino Park and Palmer Park), an existing residential use, and a planned residential area under the Summerwind Specific Plan. Temporary impacts to sensitive receptors regarding fugitive dust resulting from construction activities would occur during demolition, grading/trenching, new pavement construction, and the restriping phase. However, adherence to local, State, and federal rules and regulations, including Caltrans Standard Specifications for Construction (Sections 14-11.04 [Dust Control]) and 14-
9.02 [Air Pollution Control]) would minimize temporary air quality impacts to sensitive receptors, and sensitive receptors would not be exposed to substantial pollutant concentrations. As such, a less than significant impact would occur in this regard and no measures are required.
Interstate 10/Cherry Valley Boulevard Interchange Project • 455 632
Chapter 3 • CEQA Evaluation
Item 9.
Operational Impacts
As discussed in Section 2.2.6, Air Quality, the CO screening analysis concluded that project implementation would reduce congestion and overall travel time due to overall improvements in LOS and vehicle hours traveled (VHT) during build conditions. Additionally, the proposed project does not involve parking lots, and therefore would not increase the number of vehicles operating in cold start mode. Accordingly, impacts would be less than significant, and no measures are required.
d) Less Than Significant Impact
As stated, the closest sensitive receptors to the proposed project include two nearby parks (Trevino Park and Palmer Park), an existing residential use, and a planned residential area under the Summerwind Specific Plan. Accordingly, the proposed project would not create objectionable odors affecting a substantial number of people; however, minor sources of odors would be present during construction. The predominant source of power for construction equipment is diesel engines and emissions associated with asphalt paving. Because odors would be temporary and would disperse rapidly with distance from the source, construction -generated odors would not be expected to result in the frequent exposure of receptors to objectionable odorous emissions. Impacts would be less than significant, and no measures are required.
Interstate 10/Cherry Valley Boulevard Interchange Project • 456 633
Chapter 3 • CEQA Evaluation
Item 9.
3.2.4 Biological Resources
Would the project:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
a) Have a substantial adverse effect, either
directly or through habitat modifications, on
any species identified as a candidate,
sensitive, or special status species in local
or regional plans, policies, or regulations,
or by the California Department of Fish and
Wildlife, U.S. Fish and Wildlife Service, or
NOAA Fisheries?
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
Wildlife or U.S. Fish and Wildlife Service?
X
c) Have a substantial adverse effect on
state or federally protected wetlands
(including, but not limited to, marsh, vernal
pool, coastal, etc.) through direct removal,
filling, hydrological interruption, or other
means?
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?
n
f) Conflict with the provisions of an adopted
Habitat Conservation Plan, Natural
Community Conservation Plan, or other
approved local, regional, or state habitat
conservation Ian?
X
The potential for Build Alternatives 3 and 4 to result in impacts to biological resources was assessed in the Natural Environment Study (Minimal Impacts) (NES-MI), (December 2020) and the following sections in Chapter 2:
Wetlands and Other Waters; Plant Species; Animal Species; Threatened and Endangered Species, and Invasive Species. The following discussions are based on those analyses.
Interstate 10/Cherry Valley Boulevard Interchange Project • 457 634
Chapter 3 • CEQA Evaluation
Item 9.
a) Less than Significant
Plant Species: As discussed in Section 2.3.1, Natural Communities, Cuyamaca cypress (Hesperocyparis stephensonii) is a natural community of special concern that was observed within the Biological Study Area (BSA) during the site investigation for this project. As discussed in Section 2.3.3, Plant Species, a total of 63 special status plant species were identified as potentially occurring on the BSA. The southern California black walnut (Juglans californica), a special -status plant species, was observed within the BSA during the site investigation. All remaining special -status plant species have a low potential to occur or are not expected to occur within the BSA.
Construction activities associated with the development of the project has the potential to result in indirect impacts related to fugitive dust or spread of non- native seeds, to this vegetation community. Adherence to Caltrans Standard Specifications Section 14-10.01, General (Solid Waste Disposal and Recycling), would ensure project materials are not cast from the project site into nearby habitats and project related debris, spoils, and trash are contained and removed to a proper disposal facility. Caltrans Standard Specifications Section 18-1.03A, General (Dust Palliatives), would ensure dust control during project construction. Additionally, workers will receive environmental awareness training prior to the initiation of work (Avoidance and Minimization Measure NC -1) and construction equipment shall be inspected and cleaned prior to use in the project area to minimize the importation of non-native plant material (Avoidance and Minimization Measure NC -2). With adherence to existing standards and Avoidance and Minimization Measures NC -1 and NC - 2, potential impacts to these species of special concern would be reduced to less than significant levels.
Bat Species: Certain bat species (i.e., Yuma myotis [Myotis yumanensis], Mexican free -tailed bat [Tadarida brasiliensis], and big brown bat [Eptesicus fuscus]) may forage through most of the open natural vegetation communities located in the BSA. The Cherry Boulevard bridge, ornamental palm trees, and eucalyptus trees within the BSA have the potential to provide suitable roosting habitat for bats. However, there were no bats detected around the Cherry Valley Boulevard bridge, palm trees, or eucalyptus trees were detected during the field surveys. Prior to the commencement of project activities, a bat survey will be conducted to identify the presence of bats or potential bat roosting cavities (AS -1). With adherence to this avoidance and minimization measure, potential impacts to bat species would be reduced to less than significant levels.
Animal Species: As discussed in Section 2.3.4, Animal Species, a total of 84 special -status animal species were identified as potentially occurring within the BSA. Two special status -animal species were observed within the BSA during the site investigation: San Diegan tiger whiptail (Aspidoscelis tigris stejnegeri) and double -crested cormorant (Phalacrocorax auritus). The BSA has a high potential to support the Cooper's hawk (Accipiter cooperii), the Interstate 10/Cherry Valley Boulevard Interchange Project • 458 635
Chapter 3 • CEQA Evaluation
Item 9.
southern California rufous -crowned sparrow (Aimophila ruficeps canescens), and the Burrowing Owl (BUOW). All other special status animal species either have moderate, low potential, or are not expected to occur within the BSA.
Construction activities associated with the project could directly impact San Diegan tiger whiptail and indirectly impact suitable scrub oak chaparral habitat (Build Alternative 4 only). Implementation of Avoidance and Minimization Measure AS -2 would require a qualified biological monitor be present on -site during ground and habitat disturbance activities, to determine whether or not construction activities would disturb potential habitat of the San Diegan tiger whiptail. The double -crested cormorant individual that was observed on -site was most likely passing through and used the artificial Plantation on the Lake pond as a quick place to rest. Due to a lack of suitable nesting habitat within the BSA, no temporary direct or indirect impacts to nesting double -crested cormorants are anticipated to occur as a result of the proposed project.
Additionally, implementation of the proposed project has the potential to result in temporary direct and indirect impacts to suitable foraging habitat and/or nesting habitat preferred by Cooper's Hawk (Accipiter cooperii), Southern California rufous -crowned sparrow (Aimophila ruficeps canescens)(Build Alternative 4 only); Burrowing Owl (Athene cunicularia)(BUOW), California horned lark (Eremophila alpestris actia), northwestern San Diego pocket mouse (Chaetodipus fallax fallax) (Build Alternative 4 only), White-tailed kite (Elanus leucurus), San Diego black -tailed jackrabbit (Lepus californicus bennettii) (Build Alternative 4 only). However, impacts would be limited relative to the amount of suitable foraging and nesting habitat that would remain available in the BSA and immediate vicinity. All special -status species discussed above are fully covered species under the WR-MSHCP.
Additionally, implementation of Avoidance and Minimization Measure NC -1 would require environmental awareness training be provided to all construction workers prior to the initiation of construction work associated with the project. Avoidance and Minimization Measure AS -3 would require pre - construction nesting bird surveys prior to construction during the nesting season. Avoidance and Minimization Measure AS -4 would require a pre - construction clearance survey be conducted more than 30 days prior to initiating ground disturbance activities to confirm that BUOW remain absent and impacts do not occur to any occupied burrows that may be located on or within the BSA. With implementation of Avoidance and Minimization Measures NC -1 and AS -2 through AS -4 identified above, impacts to special - status animal species would be less than significant.
b) Less than Significant Impact With Mitigation Incorporated As discussed in Section 2.3.1, Natural Communities, 10 natural communities were observed within the BSA: scrub oak chaparral (Quercus berberidifolia Shrubland Alliance), California buckwheat scrub (Eriogonum fasciculatum Shrubland Alliance), disturbed California buckwheat scrub (Eriogonum fasciculatum Shrubland Alliance), Cuyamaca cypress stands (Hesperocyparis stephensonii Woodland Special Stands), mule fat thickets (Baccharis Interstate 10/Cherry Valley Boulevard Interchange Project • 459 636
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Item 9.
salicifolia Shrubland Alliance), disturbed California sagebrush — (purple sage) scrub (Artemisia californica — [Salvia leucophylla] Shrubland Alliance), wild oats and annual brome grasslands (Avena spp. - Bromus spp. Herbaceous Semi -Natural Alliance), disturbed wild oats and annual brome grasslands (Avena spp. - Bromus spp. Herbaceous Semi -Natural Alliance), planted oak tree grove (Quercus agrifolia Forest and Woodland Alliance), and eucalyptus — tree of heaven — black locust groves (Eucalyptus spp. - Ailanthus altissima - Robinia pseudoacacia Woodland Semi -Natural Alliance). Build Alternative 3 would result in 0.22 acres of temporary impacts and 1.16 acres of permanent impacts to sensitive natural vegetation communities. Build Alterative 4 would result in 1.52 acres of temporary impacts and 2.59 acres of permanent impacts to sensitive natural vegetation communities. Adherence to Caltrans Standard Specifications Section 14-10.01, General (Solid Waste Disposal and Recycling), would ensure project materials are not cast from the project site into nearby habitats and project related debris, spoils, and trash are contained and removed to a proper disposal facility. Caltrans Standard Specifications Section 18-1.03A, General (Dust Palliatives), would ensure dust control during project construction. Additionally, workers will receive environmental awareness training prior to the initiation of work (Avoidance and Minimization Measure NC -1) and construction equipment shall be inspected and cleaned prior to use in the project area to minimize the importation of non-native plant material (Avoidance and Minimization Measure NC -2). Avoidance and Minimization Measure NC -3 would require a permit be obtained from the Community Development Director for the removal, encroachment, or relocation of a protected oak tree(s). Implementation of Caltrans Standard Specifications and Avoidance and Minimization Measures NC -1, NC -2, and NC -3 would reduce impacts to sensitive natural communities to less than significant levels.
According to Section 2.3.2, multiple unnamed drainage features (Drainages 1, 3, and 4) were found on -site to qualify as waters of the U.S. and Corps/Regional Board jurisdiction and totals approximately 0.68 acre (2,738 linear feet) of non -wetland waters of the State. Additionally, all on -site drainages (Drainage 1, 3, and 4) exhibit a clear bed and bank and CDFW jurisdiction totaled 1.45 acres (approximately 0.40 acre of CDFW jurisdictional vegetated streambed, 0.87 acre of CDFW jurisdictional non -vegetated streambed, and 0.18 acre of associated riparian vegetation). Build Alternative 3 would impact approximately 0.02 acre (63 linear feet) of Regional Board jurisdiction (non -wetland waters of the State) and 0.03 acre (63 linear feet) of CDFW jurisdiction. Build Alternative 4 would permanently impact approximately 0.06 acre (221 linear feet) of Regional Board jurisdiction (non - wetland waters of the State) and approximately 0.16 acre (221 linear feet) of CDFW jurisdiction. A Nationwide Permit from USACE, RWQCB CWA Section 401 Water Quality Certification (WQC), and a CDFW Section 1602 Streambed Alteration Agreement (SAA) will be obtained prior to construction (Mitigation Measure WET -1), and limits of construction will be clearly defined beforehand (Avoidance and Minimization Measure WET -2). With the Interstate 10/Cherry Valley Boulevard Interchange Project • 460 637
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implementation of these measures, impacts to riparian habitat would be reduced to less than significant levels.
c) No Impact
As discussed in Section 2.3.2, Wetlands and other Waters, there are no jurisdictional wetland features that within the BSA. Soil pits were dug within the drainage features (Drainage 1), where dominant hydrophytic vegetation and hydrologic indicators were observed. Soil pit one (SP1) only met two (hydrophytic vegetation; hydrology) of the three (hydrophytic vegetation, hydric soils, and hydrology) required wetland parameters and thus did not qualify as a wetland. Therefore, implementation of the proposed project would not impact federally protected wetlands as defined by Section 404 of the Clean Water Act. As such, no impacts would occur in this regard and no measures are required.
d) Less Than Significant Impact
As discussed in Section 2.3.1, Natural Communities, there are no known designated WR-MSHCP Criteria Cells, habitat linkages, or designated conservation areas within the BSA. Potential wildlife movement within and adjacent to the BSA would occur within the ephemeral drainage features that connect to the surrounding interior areas, foothills, and mountain ranges.
Project activities under Build Alternatives 3 and 4 are not expected to impede wildlife movement within these features and through the BSA, specifically through the north, east, and western portions. The BSA would continue to provide opportunities for local wildlife movement and function as a corridor for highly mobile wildlife species. As such, less than significant impacts would occur in this regard and no measures are required.
Construction -related disturbance may have an adverse impact on migratory bird species, including southern California rufous -crowned sparrow (Aimophila ruficeps canescens) and California horned lark (Eremophila alpestris actia), especially during the breeding season (generally February 1 through August 31) when individuals may be attempting to incubate eggs or raise young within or adjacent to the BSA. Construction -related noise, vibration, dust, or visual disturbances may disrupt nesting activities or may cause birds to leave the area until construction is completed. In extreme cases nesting efforts may be abandoned, resulting in take of young or eggs.
To minimize potential impacts to migratory bird species on -site and within the project vicinity, implementation of a pre -construction clearance survey would be performed if project activities occur during the breeding season (February 1st through September 30th) (Avoidance and Minimization Measure AS -3).
With the implementation of Avoidance and Minimization Measure AS -3, a less than significant impact to migratory birds would occur.
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e) Less than Significant Impact
As discussed in Section 2.3.1, an ornamentally planted oak tree grove consisting of California live oak is located within the central portion of the BSA, to the south of Calimesa Boulevard. If project implementation should require tree removal/pruning of California live oak and it is determined that the project is not exempt from the oak tree permit requirements per Section
18.80.030 of the City of Calimesa Municipal Code, an application for oak tree removal/encroachment permit shall be obtained prior to the initiation of project activities (Avoidance and Minimization Measure NC -3) With the implementation of Avoidance and Minimization Measure NC -3, impacts would be reduced to less than significant level in this regard. f) No Impact
The project site is located within the boundaries of the WR-MSHCP. The proposed project is considered to be Covered Activity under Section 7.1 of the WR-MSHCP. Pursuant to this section, public and private development that occurs outside of Criteria Areas and Public/Quasi-Public (P/QP) Lands is permitted under the WR-MSHCP. As noted in the analysis above, the project would not result in significant impacts to biological resources, and would not result in any conflicts with the WR-MSHCP. As such, no impacts would occur in this regard.
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3.2.5 Cultural Resources
Would the project:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
a) Cause a substantial adverse change in
the significance of a historical resource
pursuant to §15064.5?
X
b) Cause a substantial adverse change in
the significance of an archaeological
resource pursuant to §15064.5?
X
c) Disturb any human remains, including
those interred outside of dedicated
cemeteries?
X
a) and b) Less Than Significant Impact
As discussed in Section 2.1.11, based on the literature and records review performed as part of the HPSR, two historic resources were identified within the APE. A historic -period refuse scatter (CA-RIV-7924H/(33-014869) and a historic -period structural remnants site (CA-RIV-7925H/33-014870) were previously documented, evaluated and determined ineligible for inclusion in the NRHP/CRHR.
As a result of the survey conducted for the HPSR, two newly identified historic resources were documented within the APE: 1) a historic -period structural remnants site (IE-3997-01 H); and 2) a historic -period built -environment farm complex site (APN 413-270-014). These resources were documented and evaluated according to NRHP and CRHR criteria, and both resources were determined to be ineligible for inclusion in the NRHP/CRHR. There were no other historical resources identified as part of the analysis for the proposed project.
While no historical or archaeological resources eligible for inclusion in the NRHP/CRHR were determined to be present on -site, the possibility exists that previous unknown buried resources could be discovered during construction.
In accordance with Caltrans standards, if cultural materials are discovered during construction, all earth -moving activity within and around the immediate discovery area will be diverted until a qualified archaeologist can assess the nature and significance of the find. Additionally, the project would be subject to compliance with California Health and Safety Code (H&SC) Section 7050.5 in the event human remains are discovered. Thus, impacts in this regard would be less than significant, and no measures are required.
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c) Less Than Significant Impact
As noted above, there were no archaeological resources determined to be present on -site as part of preparation of the HPSR. It is not anticipated that human remains would be discovered as part of the construction process.
However, if human remains are discovered, California H&SC Section 7050.5 states that further disturbances and activities shall stop in any area or nearby area suspected to overlie remains, and the County Coroner contacted. If the remains are thought by the coroner to be Native American, the coroner will notify the Native NAHC, who, pursuant to PRC Section 5097.98, will then notify the Most Likely Descendent (MLD). At this time, the person who discovered the remains will contact Andrew Walters, the District Environmental Branch Chief ([909] 383-2647) or Gary Jones, District Native American Coordinator ([909] 383-7505), Principal Investigator for the NAHC, so that they may work with the MLD on the respectful treatment and disposition of the remains. Further provisions of PRC 5097.98 are to be followed as applicable. Thus, impacts in this regard would be less than significant, and no measures are required.
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3.2.6 Energy
Would the project:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
a) Result in potentially significant
environmental impact due to wasteful,
inefficient, or unnecessary consumption of
energy resources, during project construction
or operation?
X
b) Conflict with or obstruct a state or local
plan for renewable energy or energy
efficiency?
X
a) No Impact
Direct Energy (Construction)
During construction of the proposed project, direct energy use from construction sources is the energy that is consumed during construction activities by vehicles and equipment. Project construction would consume primarily diesel fuel through the operation of heavy-duty equipment as well as commercial trucks for material deliveries and debris hauling; gasoline would be consumed during workers' vehicle trips to and from the construction site.
Project construction would also involve the use of on -road gasoline vehicles by construction workers. As shown in Table 2.2.8-56, construction activities associated with implementation of Build Alternative 3 would consume approximately 249,785 gallons of diesel fuel and 16,224 gallons of gasoline, with energy consumption totaling approximately 33,619 million BTUs over the two-year period. As shown in Table 2.2.8-67, construction activities associated with implementation of Build Alternative 4 would result in the consumption of approximately 243,793 gallons of diesel fuel and 16,224 gallons of gasoline, with energy consumption totaling approximately 32,855 million BTUs over the two-year period. These energy consumption levels represent a nominal demand on local and regional fuel supplies and would be accommodated. Although construction would result in a short-term increase in energy use, construction design features would help conserve energy. For example, recycled materials, including removed asphalt concrete pavement and cement concrete pavement, would be used where feasible. Recycled products typically have lower energy costs for manufacturing and transportation because recycled products do not require raw materials, which must be mined and transported to a processing facility. If new materials must be used, a fly ash mix may be considered to lower the heat island effect, depending on what is allowable under Caltrans specifications. Additionally, project construction would include the use of reclaimed water and energy - efficient lighting, such as light emitting diode (LED) traffic signals. The energy conservation features would be consistent with State and local policies to Interstate 10/Cherry Valley Boulevard Interchange Project • 465 642
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reduce energy consumption. Therefore, project would not result in the wasteful, inefficient, or unnecessary consumption of energy and no impacts would occur in this regard and no measures are required.
Direct Energy (Operational Mobile Sources)
Energy calculations for transportation projects are dependent on VMT and vehicle fuel consumption. As shown in Tables 2.2.8-2, 2.2.8-9, and 2.2.8-10 the annual energy consumption between Existing Year 2019 and Design Year 2045 would increase by 1,669 million BTUs (23 percent) and VMT is projected to increase by 27 percent. This slight disparity is attributed to fleet turnover, as older, less fuel -efficient vehicles are replaced by later -model, more fuel -efficient vehicles over time. These later -model replacement vehicles would also include hybrid and all -electric vehicles. For the project, only a slight change in energy consumption would occur because of the following reasons: 1) no change in project -vicinity VMT, and 2) the relatively small magnitude of this single interchange capacity enhancement considering the larger region. Therefore, energy consumption under the proposed project would be negligible compared with the No -Build Alternative. No impacts would occur in this regard.
Federal and State regulations and policies (e.g., Surface Transportation Act, Energy Policy Act, California's Transportation Plan) are intended to achieve goals that include reducing congestion, improving air quality, and increasing vehicle fuel efficiency. Build Alternatives 3 and 4 would not conflict with these regulations or policies. The regional and local policies (e.g., SCAG 2020-2045 RTP, City of Calimesa General Plan, and Riverside County General Plan) include goals that involve reducing congestion, reducing traffic on arterial roads, promoting mass transit, reducing VMT, and increasing vehicle occupancy rates. Build Alternatives 3 and 4 would be consistent with these policies because the project would enhance operations by improving reliability and travel times within the 1-10 corridor and improve traffic flow by reducing congestion and offering motorists a faster and more reliable commute. Lastly, operations under Build Alternatives 3 and 4 would include implementation of intelligent transportation systems to help manage the efficiency of the existing highway system. Intelligent transportation systems are commonly referred to as electronics, communications, or information processing, used singly or in combination, to improve the efficiency or safety of a surface transportation system. Furthermore, based on the Energy Analysis Report, no substantial alterations to the existing energy infrastructure would be required and the project would have minimal impacts on operational energy consumption. No impacts would occur in this regard, and no measures are required.
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Indirect Energy
Based on Section 2.2.8, the analysis of indirect energy consumption shows that the project would result in an increase in indirect energy use in the project study area under Opening Year 2025 (totaling approximately 0.02 percent) and Design Year 2045 conditions (totaling approximately 0.001 percent for Build Alternative 3 and 0.002 percent for Build Alternative 4) compared with the No -Build Alternative. Tables 2.2.8-147 and 2.2.8-158 show that both Build Alternatives 3 and 4 would result in negligible changes in indirect energy use in the region in Opening Year 2025 and Design Year 2045 conditions compared with the No -Build Alternative. Both Build Alternatives 3 and 4 would not substantially contribute to indirect energy use at the regional level and would not be expected to result in permanent adverse indirect energy impacts. The project would be consistent with federal, regional, and local plans and policies. Therefore, project implementation would not result in an inefficient, wasteful, or unnecessary consumption of energy, and no impacts would occur in this regard. No measures are required. b) No Impact
As noted in Section 2.2.8, Federal and State regulations and policies (e.g., Surface Transportation Act, Energy Policy Act, California's Transportation Plan) are intended to achieve goals that include reducing congestion, improving air quality, and increasing vehicle fuel efficiency. The project would not conflict with these regulations or policies. The regional and local policies (e.g., SCAG 2020-2045 RTP, City of Calimesa General Plan, and Riverside County General Plan) include goals that involve reducing congestion, reducing traffic on arterial roads, promoting mass transit, reducing VMT, and increasing vehicle occupancy rates. The project would be consistent with these policies because the project would enhance operations by improving reliability and travel times within the 1-10 corridor and improve traffic flow by reducing congestion and offering motorists a faster and more reliable commute. Lastly, operations under the project would include implementation of intelligent transportation systems to help manage the efficiency of the existing highway system. Intelligent transportation systems are commonly referred to as electronics, communications, or information processing, used singly or in combination, to improve the efficiency or safety of a surface transportation system. Furthermore, based on the Energy Analysis Report, no substantial alterations to the existing energy infrastructure would be required and the project would not impact operational energy consumption. Thus, no impacts would occur in this regard and no measures are required.
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3.2.7 Geology and Soils
Would the project:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
a) Directly or indirectly cause potential
substantial adverse effects, including the risk
of loss, injury, or death involving:
---
---
---
---
i) Rupture of a known earthquake fault, as
delineated on the most recent Alquist-Priolo
Earthquake Fault Zoning Map issued by the
State Geologist for the area or based on
other substantial evidence of a known fault?
Refer to Division of Mines and Geology
Special Publication 42.
X
ii) Strong seismic ground shaking?
n
n
7 n
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 18-1-B of the Uniform Building Code
(1994), creating substantial direct or indirect
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
f) Directly or indirectly destroy a unique
paleontological resource or site or unique
geologic feature?
X
The potential for the Build Alternatives to result in impacts to geology and soils was assessed in the Preliminary Geotechnical Design Report (PGDR) (June 2020), and the Geology/Soils/Seismic/Topography and Paleontology sections in Chapter 2. The following discussions are based on those analyses.
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a) i) No Impact
The project area is not in an Alquist-Priolo Earthquake Fault Zone9, and there are no known active or potentially active faults mapped as crossing or in the immediate vicinity of the project site; refer to Figure 2.2.3-1, Regional Fault Map. No impacts would occur in this regard, and no measures are required. a) ii) Less than Significant Impact
The project site is located within the seismically active region of southern California. During the life of the project, seismic activity is likely to generate moderate to strong seismic shaking at the site during earthquakes. Build Alternatives 3 and 4 would comply with the most current Caltrans' procedures and design criteria regarding seismic design to minimize any adverse effects related to seismic ground shaking. Earthwork would be performed in accordance with Caltrans Standard Specifications, Section 19, which require standardized measures related to compacted fill, over -excavation and recompaction, and retaining walls, among other requirements. Additionally, Caltrans Highway Design Manual (HDM) Topic 113, Geotechnical Design Report, would require that a site -specific, geotechnical field investigation is performed for the project during the Plans, Specifications, and Estimates (PS&E) phase. Impacts in this regard would be less than significant, and no measures are required.
a) iii) and iv) Less Than Significant Impact
Preliminary liquefaction analysis within the PGDR determined that, due to the absence of shallow groundwater within the project site, the potential for adverse effects related to liquefaction would be low. However, the PGDR recommends that liquefaction potential is further examined during the PS&E phase of the project to confirm the conclusions of the PGDR. Topography of the project site is determined to be relatively flat; therefore, landslide potential is considered low. As such, a less than significant impact would occur in this regard.
b) Less than Significant Impact
Temporary Construction Impacts
Grading and earthwork associated with proposed construction activities would result in exposed soils subject to erosion. As noted in Section 2.2.2, Best Management Practices (BMPs), including construction site BMPs (e.g., storm drain inlet protection, temporary fiber rolls, gravel bed berms, etc.) and job management BMPs (i.e., wind erosion control, spill prevention and control, etc.) would minimize potential erosion impacts to downstream waterbodies. 9 California Department of Conservation, Earthquake Zones of Required Investigation, https://maps.conservation.ca.gov/cgs/EQZApp/app/ , accessed on December 15, 2020.
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The project would be required to adhere to existing temporary construction related National Pollutant Discharge Elimination System (NPDES) requirements, which would minimize impacts in this regard. Compliance with the Construction General Permit would require preparation and implementation of a Stormwater Pollution Prevention Plan (SWPPP). The SWPPP would specify BMPs to be used during construction of the project to minimize or avoid water pollution, including erosion. With adherence to these requirements, impacts in this regard would be less than significant.
Operational Impacts
Native soils within the project limits are anticipated to bed fine- to coarse - grained silty sands, and therefore are subject to moderate to severe erosion.
The majority of slopes proposed as part of the Build Alternatives would be sloped at 4H:1V or flatter; based on the PGDR, fill slopes of up to 2H:1V are feasible from a geotechnical standpoint. These areas would be maintained with erosion protection and drainage control in accordance with Section 21 of Caltrans Standard Specifications (2015). Additionally, the project will adhere to the earthwork recommendations provided in the PGDR. As such, operational impacts would be less than significant. No measures are required. c) No Impact
As discussed in Response a) (iii), due to the absence of shallow groundwater, the project site is not subject to liquefaction hazards. Additionally, the potential for landslide, lateral spreading, subsidence, or collapse is not anticipated to be a design concern. Nonetheless, these conclusions would be confirmed during the PS&E phase. No impact would occur in this regard, and no measures are required.
d) Less than Significant Impact
As discussed in Section 2.2.3, the soils associated with the project site are primarily fine-grained soils (silts and clays) which are not expected to be expansive. The expansion potential for silty and clayey soils range from very minimal to high. The project would adhere to the earthwork recommendations provided in the PGDR, and soil expansion would be further evaluated during the PS&E phase. As such, less than significant impacts would occur, and no measures are required.
e) No Impact
The Build Alternatives would not use septic tanks or alternative methods for disposal of wastewater into subsurface soils and would not connect to existing public wastewater infrastructure. No measures are required.
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f) Less than Significant With Mitigation Incorporated
Based on Section 2.2.4, no paleontological resources are known to occur on - site or within a mile radius of the site. However, the project area consists of surficial and subsurface geologic units ranked as low to high in potential for buried fossils. As a result, ground -disturbing activities associated with the construction of the project could result in the disturbance or loss of previously undiscovered paleontological resources. Implementation of Avoidance and Minimization Measure PAL -1 would require worker's environmental awareness training. Mitigation Measure PAL -2 would additionally require retainment of a qualified Principal Paleontologist, and the implementation of a Paleontological Mitigation Plan (PMP) for the project. If paleontological resources are discovered during ground -disturbing activities, fossil preparation, curation, and reporting would occur in accordance with Avoidance and Minimization Measure PAL -3. With the implementation of these measures, impacts to potential paleontological resources would be less than significant.
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3.2.8 Greenhouse Gas Emissions
Would the project:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
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?
The potential for Build Alternatives 3 and 4 to result in impacts to greenhouse gas emissions was assessed in the Air Quality Report (December 2020) and Section 3.4, below. The following discussion is based on those analyses. a) Less than Significant With Mitigation Incorporated
Temporary Construction Impacts
Construction greenhouse gas (GHG) emissions would result from material processing, on -site construction equipment, and traffic delays due to construction. These emissions would be produced at different levels throughout the construction phase. Based on Section 3.4, Build Alternative 3 would emit 2,728 metric tons per year of CO2 equivalent (CO2e) from construction activities, refer to Table 3.4-3, Summary of Construction Emissions under Build Alternative 3, in Section 3.4 below. Under Build Alternative 4, the project would emit a similar level of construction emissions of 2,664 metric tons of CO2e; refer to Table 3.4-5, Summary of Construction Emissions under Build Alternative 4. Under both Build Alternatives, the project would emit about one metric ton of CH4 and less than one metric ton of N2O per year. These emissions would occur over a 24 -month long period.
Under Build Alternatives 3 and 4, construction activities would comply with all State laws and regulations regarding GHG emissions reductions. The project would comply with Section 7-104A, Air Pollution Control, of the Caltrans Standard Construction Manual, which requires compliance with the Clean Air Act. Build Alternatives 3 and 4 would comply with Caltrans Standard Specifications Section 7-1.02C, Emissions Reduction, which require contractors to comply with all laws applicable to the project and to certify they are aware of and will comply with all CARB emission reduction regulations. A TMP Transportation Management Plan (TMP) would be prepared during the final design phase to minimize emissions by reducing the number of traffic delays and idling during construction (Greenhouse Gas Reduction Strategy CC -2). The construction contractor would comply with CARB's anti -idling rule (Section 2489 of the California Code of Regulations) (Greenhouse Gas Reduction Strategy GHG-1). The construction contractor would minimize the Interstate 10/Cherry Valley Boulevard Interchange Project • 472 649
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amount of GHG-emitting construction materials (Greenhouse Gas Reduction Strategy GHG-8). Rather, the project would utilize energy- and fuel -efficient vehicles and equipment (Greenhouse Gas Reduction Strategy GHG-8) that would be maintained in proper condition and would comply with Best Available Control Technology requirements (Greenhouse Gas Reduction Strategy GHG-3). Build Alternatives 3 and 4 would comply with State laws and regulations, and construction activities would not emit substantial GHG emissions that would surpass the local inventory of transportation emissions.
As such, temporary impacts would be less than significant in this regard and no measures are required.
Operational Impacts
Based on Section 3.4, below, implementation of the project would result in an increase in GHG emissions relative to existing conditions. However, it is important to note that this increase in GHG emissions relative to existing conditions is not due to the proposed project, but rather is associated with new residential and nonresidential developments that would occur within the project vicinity between the existing year (2019) and project open to traffic year (2025). This increase in development would cause growth in background traffic volumes and related GHG emissions.
As discussed in Chapter 2 of this IS/EA and indicated above, project implementation would improve mobility and interstate highway access, reduce congestion, and enhance traffic operations. Rather than induce additional growth, the project would accommodate future planned growth in the area.
Implementation of sidewalks and turn lane bicycle buffers along Cherry Valley Boulevard would increase opportunities for nonmotorized transportation and provide connectivity between Cherry Valley Boulevard and residential and commercial units within the project area. These features support GHG-related policies of the Riverside County and City of Calimesa Climate Action plans, and the City of Calimesa General Plan. Implementation of the project, along with other projects included in the regional 2020-2045 RTP, should further improve traffic flow and decrease congestion within the region. Under Build Alternatives 3 and 4, the project would incorporate the use of energy -efficient lighting, such as LED traffic signals, to help reduce the project's CO2 emissions (Greenhouse Gas Reduction Strategy GHG-2). As a method of offsetting CO2 emissions, the project would implement landscaping during final design in coordination with the County of Riverside (Greenhouse Gas Reduction Strategy GHG-4). As such, impacts in this regard would be less than significant with mitigation incorporated.
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b) Less Than Significant Impact With Mitigation Incorporated Implementation of the project may conflict with AB -32 goals to reduce GHG emissions as the project would result in construction/operational emissions.
Accordingly, Measures CC -1 through CC -8 and GHG-1 through GHG-8 would be required to ensure construction emissions are mitigated during the construction phase of the project and that conflicts with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases do not occur. Impacts would be less than significant with mitigation incorporated.
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3.2.9 Hazards and Hazardous Materials
Would the project:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
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?
n
n
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?
n
7 n
e) For a project located within an airport land
use plan or, where such a plan has not been
adopted, within two miles of a public airport
or public use airport, would the project result
in a safety hazard or excessive noise for
people residing or working in the project
area?
X
f) Impair implementation of or physically
interfere with an adopted emergency
response plan or emergency evacuation
plan?
n
n
x
g) Expose people or structures, either
directly or indirectly, to a significant risk of
loss, injury or death involving wildland fires?
X
The potential for the Build Alternatives to result in impacts regarding hazards and hazardous materials was assessed in the Phase I Initial Site Assessment I-10/Cherry Valley Boulevard Interchange Improvement Project (Phase 1 ISA) (December 2020), and the Hazardous Waste/Materials section in Chapter 2.
The following discussions are based on those analyses.
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a) Less than Significant Impact
The project is not anticipated to create a substantial hazard to the public or the environment through any reasonably foreseeable hazard to the public through the routine transport, use, or disposal of hazardous materials. During operations, it is anticipated that any use of hazardous materials on -site would consist of routine hazardous materials such as paint, solvents, and fuel for maintenance activities and landscaping. All such materials would be used, handled, stored, and disposed of in accordance with applicable local, State, and federal regulations. The routine transport, use, and disposal of hazardous materials under the project would be similar to what occurs under existing conditions. Potential hazardous material impacts in this regard are considered less than significant, and no measures are required.
b) Less than Significant Impact
As detailed in Section 2.2.5, Hazardous Waste/Materials, the records search conducted as part of the Phase I ISA reported one spill site within the boundaries of the subject site. This spill was reported in 1988, and the type of contaminant, amount, and containment status were not reported. This past spill is anticipated to be associated with a petroleum spill that may have occurred during an automobile accident. Thus, the incident is anticipated to have been minor in nature and occurred more than 25 years ago. Therefore, based on the Phase I ISA this spill is de minimis in nature and has not resulted in a recognized environmental condition (REC). The Phase I ISA also included eight off -site regulatory properties that were identified as part of the records search.
Based on the Phase I ISA, there are a number of on -site conditions that could result in risk of upset in regards to hazardous materials. These conditions relate to traffic striping, asbestos -containing materials (ACMs), lead based paint (LBP), treated wood waste, relocation of transformers, storage tanks, aerially deposited lead (ADL), and pesticides/herbicides resulting from historical agricultural uses. As noted within Section 2.2.5, Hazardous Waste/Materials, the project would implement Avoidance and Minimization Measures HAZ-1 through HAZ-8 to minimize impacts in this regard. Upon implementation of these measures, impacts would be less than significant. c) No Impact
The nearest existing high school to the project site is Beaumont High School (located at 39139 Cherry Valley Blvd, Beaumont, CA 92223), approximately
2.9 miles east of the project site. No impact would occur in this regard and no measures are required.
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d) Less Than Significant Impact
Based on Section 2.2.5, one residential property located at Plantation on the Lake (10961 Desert Lawn Drive) is on a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5: the Cortese regulatory database. The property reported a liquid mercury spill in 2013.
However, the off -site release (reported on concrete) has not resulted in a release on the project site and no impact would occur. Impacts would be less than significant in this regard, and no measures are required. e) No Impact
The nearest airport to the project site is the Banning Municipal Airport, which is approximately 9.9 miles southeast of the project site (200 S Hathaway St, Banning, CA 92220). No impacts would occur in this regard and no measures are required.
f) No Impact
The City of Calimesa has an Operations Emergency Plan and a Local Hazard Mitigation Plan. Additionally, the City of Calimesa is a participant in the County of Riverside Operational Area Emergency Operations Plan and the County of Riverside Multi -Jurisdictional Local Hazard Mitigation Plan.
The project is anticipated to result in beneficial impacts in relation to vehicular movement, connectivity, and mobility in the area. This would result in associated benefits related to emergency response and evacuation over the long-term. Temporary disruption of traffic would occur during the short-term construction process. Temporary closures and/or detours may occur during periods of the construction phase. However, implementation of the Transportation Management Plan (TMP) identified in Section 2.1.9, Traffic and Transportation/Pedestrian Bicycle Facilities, will implement alternate route strategies to minimize impacts to roadways and reduce potential congestion. These strategies would help improve circulation during the construction phase of the project, to maintain adequate access for emergency responders or evacuation purposes. As such, less than significant impacts would occur in this regard.
g) Less than Significant Impact
Based on the California Department of Forestry and Fire Protection (CalFire) Very High Fire Hazard Severity Zones in Locally Responsibility Area (LRA) (dated December 4, 2009 for West Riverside County and incorporated areas), a very small portion of the project site fall within a "Very High Fire Hazard Severity Zone" in a "Local Responsibility Area."
The likelihood of a wildfire resulting from demolition and construction activities is low. Additionally, the project would be subject to adherence to Chapter 33 Interstate 10/Cherry Valley Boulevard Interchange Project • 477 654
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of the California Fire Code, Fire Safety During Construction and Demolition, which includes safety provisions and precautions to minimize the potential for fires. Upon adherence to this existing standard, impacts would be less than significant in this regard.
The project is not anticipated to result in permanent impacts related to exacerbation of fire hazards in a "Very High Fire Hazard Severity Zone." The project would improve an existing interchange, and would not include the extension of new roadways or other infrastructure through an area that is subject to high fire risk.
Additional detail and analysis are provided below under the Wildfire subsection.
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3.2.10 Hydrology and Water Quality
Would the project:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
a) Violate any water quality standards or
waste discharge requirements or otherwise
substantially degrade surface or ground
water quality?
X
b) Substantially decrease groundwater
supplies or interfere substantially with
groundwater recharge such that the project
may impede sustainable groundwater
management of the basin?
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 or through the addition of impervious
surfaces, in a manner which would:
---
_
---
---
---
(i) result in substantial erosion or siltation on-
or off -site;
X
(ii) substantially increase the rate or amount
of surface runoff in a manner which would
result in flooding on- or offsite;
n
7 n
(iii) create or contribute runoff water which
would exceed the capacity of existing or
planned stormwater drainage systems or
provide substantial additional sources of
polluted runoff; or
X
(iv) impede or redirect flood flows?
0 d) In flood hazard, tsunami, or seiche zones,
risk release of pollutants due to project
inundation?
X
e) Conflict with or obstruct implementation of
a water quality control plan or sustainable
groundwater management plan?
0 The potential for project to result in impacts regarding hydrology and water quality was assessed in the Location Hydraulic Study/Summary Floodplain Encroachment Report (August 2020) (LHS/SFER), the Preliminary Drainage Report (PDR) (dated August 2020), the Scoping Questionnaire for Water Quality Issues (August 2020) (SQWQI), and the Hydrology and Floodplain and Water Quality sections in Chapter 2. The following discussions are based on those analyses.
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a) Less than Significant Impact
As discussed in the Section 2.2.2, Water Quality, construction of the project would not violate any water quality standards or waste discharge requirements. The project would not result in substantial water quality impacts to downstream receiving bodies, the El Casco Creek and San Timoteo Creek Reach 3 during operations. As noted in Section 2.2.2, the San Timoteo Creek Reach 3 is listed as impaired for Indicator Bacteria, specifically E. coli.
Pursuant to Caltrans MS4 Permit requirements, the project would be required to implement a range of design pollution prevention and treatment and maintenance BMPs. These BMPs would meet the objective of maximizing vegetated surfaces, preventing downstream erosion, and stabilizing soil areas. The project would also include Detention Pollution Prevention (DPP) strategies to minimize runoff, maximize infiltration and reduce erosion. Upon adherence to the Caltrans MS4 Permit, impacts to water quality would be less than significant and no measures are required.
b) No Impact
According to the SQWQI, there are five groundwater wells within a one -mile of the existing interchange that that contained groundwater measurements with groundwater depth between 92 feet and 264 feet below ground surface (bgs). The historical high groundwater and current depth to standing groundwater at the project site are anticipated to be deeper than 50 feet bgs.
The project would not result in any direct injection or extraction of groundwater. However, the project would result in an increase in impervious surfaces (an increase of 9.48 acres under Build Alternative 3, and 11.84 acres under Build Alternative 4). However, as noted in Section 2.2.2, Water Quality and Storm Water Runoff, the project would be required to include DPP strategies to minimize runoff, maximize infiltration and reduce erosion.
DPP strategies include implementing slope/surface protection systems, implementing concentrated flow conveyance systems, and preserving existing vegetation. These strategies, in addition to the proposed treatment BMPs, would aim to treat at a minimum 100% of the Water Quality Flow (WQF) generated from the proposed increase in impervious surface. Thus, the project would not deplete groundwater supplies or interfere with groundwater recharge such that there would be a net deficit in aquifer volume or a lowering of the local groundwater table level. No impacts would occur in this regard and no measures are required.
c) i) ii) and iii) Less than Significant
As discussed in the Hydrology and Floodplain and Water Quality and Storm Water Runoff sections in Chapter 2, the project would add impervious surface to the project site. Impervious surface would increase by 9.48 acers for a total impervious area of 10.83 acres under Build Alternative 3, and by 11.84 acres Interstate 10/Cherry Valley Boulevard Interchange Project • 480 657
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for a total impervious area of 12.85 acres under Build Alternative 4. This increase would result in a permanent increase in impervious surfaces that would induce an increase in the volume of stormwater runoff. Based on Section 2.2.1, the project would result in minor increases in off -site stormwater runoff tributary to El Casco Creek. To provide additional capacity and freeboard to the El Casco Creek, the project would increase the depth of the existing channel by extending the tops of the channel side slopes in kind while maintaining the invert of the channel. The proposed increase in channel depth would not result in an increase to the existing water surface elevations, as the increase in channel depth will maintain the existing channel invert and side slope dimensions, while extending the tops of the channel side slopes in kind. These channel improvements would require minimal proposed grading as the existing and proposed elevations of Calimesa Boulevard and the 1-10 westbound on -ramp are considerably higher than the concrete channel. As discussed in Response a), the project would implement Treatment BMPs and DPP strategies to minimize runoff, maximize infiltration and reduce erosion from the project. As such, less than significant impacts would occur in this regard and no measures are required.
c) iv) No Impact
The project area is located in a Federal Emergency Management Agency (FEMA) Zone X designated area; a zone designated as outside the 0.2 percent annual chance of flood, and is located outside the of 100 -year floodplain. The project would not introduce significant risk, nor would it result in a localized rise in the water surface elevation at El Casco Creek; the 100 - year storm event flow would be contained within the channel. There are no floodplains and no surrounding inundation areas within the project limits. As such, no impacts would occur in this regard and no measures are required. d) No Impact
The project site is not located in a flood hazard zone. The project site is located outside the of 100 -year floodplain in a FEMA Zone X designated area.
Additionally, the project site is located approximately 50 miles east of the Pacific Ocean, and there is no anticipated risk of inundation from a tsunami under the Build Alternatives. No impact would occur in this regard and no measures are required.
A seiche is a tsunami -like condition that would occur in an enclosed body of water like a lake or reservoir. The nearest enclosed body of water to the project site is the El Casco Lake, located approximately 4.2 miles to the northwest. Based on the distance of the project site to the northwest and intervening topography, there is no anticipated risk of inundation from a seiche under the Build Alternatives. No impact would occur in this regard and no measures are required.
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e) No Impact
According to the SQWQI, the project site is located within the jurisdiction of the Riverside County Watershed Action Plan (WAP), addresses ) "watershed scale water quality impacts of urbanization in the Permit Area associated with Urban Total Maximum Daily Load (TMDL) Waste Load Allocations (WLAs), stream system vulnerability to hydromodification from Urban Runoff, cumulative impacts of development on vulnerable streams, preservation of Beneficial Uses of waterbodies in the SAR, and protection of water resources, including groundwater recharge areas" (Riverside County Flood Control and Water Conservation District, 2017). The project is located within the San Timoteo Watershed, which is not listed as impaired for any established TMDLs.
Pursuant to Caltrans NPDES permit requirements, the project would implement a range of DPP, treatment, and maintenance BMPs.
Implementation of BMPs would meet the objective of maximizing vegetated surfaces, preventing downstream erosion, and stabilizing soil areas. The selection of BMPs will be determined during final design. As such, no conflicts with a water quality control plan or groundwater management plan would occur in this regard and no measures are required.
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3.2.11 Land Use and Planning
Would the project:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
a) Physically divide an established
community?
n
x
b) Cause a significant environmental impact
due to a conflict with any land use plan,
policy, or regulation adopted for the purpose
of avoiding or mitigating an environmental
effect?
X
The potential for the project to result in impacts regarding land use and planning was assessed in the Community Impact Assessment (CIA) Memorandum (January 2021) and the Land Use section in Chapter 2. The following discussion is based on those analyses.
a) No Impact
The project involves the reconstruction of the I-10/Cherry Valley Boulevard interchange, as well as realignment of Calimesa Boulevard; both of which are existing linear infrastructure facilities. The project improvements would not have the potential to create a new barrier between developed uses. Rather, the project would result in a beneficial impact since it would improve traffic operations, connectivity, and mobility at the I-10/Cherry Valley Boulevard interchange and within the project limits. Therefore, the improvements would not have the potential to divide an established community. No impacts would occur, and no measures are required.
b) No Impact
The project would construct a new I-10/Cherry Valley Boulevard Interchange, which would accommodate traffic for existing and planned development in the area. As discussed in Section 2.1.1, Land Use, the project would be consistent with applicable State, regional, and local plans and programs.
Thus, no impacts would occur, and no measures are required.
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3.2.12 Mineral Resources
Would the project:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
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
a) and b) No Impact
Based on Figure 4.12.1 in the Riverside County Integrated Project General Plan Final Program EIR, the project site is located with MRZ-3, areas where the available geologic information indicates that mineral deposits (are likely to) exist, however, the significance of the deposit is undetermined. The project includes the improvement of an existing freeway interchange, and there are no known mineral resources associated with the project site. No mineral recovery activities occur on site or in the project area. Therefore, the project would not result in the loss of availability of any known mineral resources, or loss of availability of a mineral resource recovery site. No impacts would occur, and no measures are required.
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3.2.13 Noise
Would the project result in:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
a) Generation of a substantial temporary or
permanent increase in ambient noise levels
in the vicinity of the project in excess of
standards established in the local general
plan or noise ordinance, or applicable
standards of other agencies?
X
b) Generation of excessive groundborne
vibration or groundborne noise levels?
X
c) For a project located within the vicinity of a
private airstrip or an airport land use plan or,
where such a plan has not been adopted,
within two miles of a public airport or public
use airport, would the project expose people
residing or working in the project area to
excessive noise levels?
X
The potential for the project to result in transportation/traffic impacts was assessed in the Noise Study Report (NSR) (April 2021), the I-10/Cherry Valley Boulevard Interchange Project Noise Abatement Decision Report (NADR) (August 2021), and the Noise section in Chapter 2. The following discussion is based on those analyses.
a) and b) Less than Significant Impact
Land uses in the project area have been grouped into a series of lettered analysis areas that are identified in Figures 2.2.7-2 to 2.2.7-11. Land uses within the project area include several single-family residences and mobile homes identified as Areas A, B, C, F, I, J, and K. Additionally, there are commercial properties and undeveloped/unpermitted lands.
Temporary Construction Impacts
Temporary construction noise would occur and may intermittently dominate the noise environment for land uses within in the immediate area of construction. As stated in Section 2.2.7, construction activities associated with Build Alternatives 3 and 4 could expose these uses to temporary noise levels of up to approximately 89 dBA. However, construction noise and vibration would be short term, intermittent, and overshadowed by local traffic noise.
Additionally, construction would comply with the Caltrans Standard Specification Section 14-8.02, which would require noise levels from construction activities to not exceed 86 dBA Lmax at 50 feet from 9 PM. to 6 AM. Caltrans Standard Specification Section 14-8.02 would also combustion engines would be equipped with appropriate muffler. By adhering to the Interstate 10/Cherry Valley Boulevard Interchange Project • 485 662
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Caltrans Standard Specifications, temporary impacts related to noise and vibration would be less than significant.
Operational Impacts
Operational noise levels under Build Alternatives 3 and 4 would exceed the noise abatement criteria (NAC) of 67 dBA Leq(h) in sensitive land use areas (Areas A, B, J and K). As such, soundwalls are proposed as the solitary form of noise abatement for these areas. Feasible and reasonable soundwalls are identified in the NADR and Section 2.2.7 at various heights and costs. These would include soundwalls S401 and S452 with a height of 14 feet; refer to Figures 2.2.7-2 and 2.2.7-5 for locations of each soundwall. With the implementation of both soundwalls noise abatement, impacts would be reduced to less than significant and no measures are required. c) No Impact
The project site is not located within the vicinity of a private airstrip or within two miles of a public airport or public use airport. Additionally, the project site and area are not within the Riverside County Airport Land Use Compatibility Plan area of influence for the Banning Municipal Airport. As such, no impacts would occur in this regard.
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3.2.14 Population and Housing
Would the project:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
a) Induce substantial unplanned population
growth in an area, either directly (for
example, by proposing new homes and
businesses) or indirectly (for example,
through extension of roads or other
infrastructure)?
n
b) Displace substantial numbers of existing
people or housing, necessitating the
construction of replacement housing
elsewhere?
X
The potential for the project to result in impacts related to population and housing was assessed in the Growth section in Chapter 2. The following discussion is based on that analysis.
a) Less Than Significant Impact
Project implementation would not accelerate or otherwise influence growth beyond what is already planned in the project area. Project improvements generally include the reconstruction of the I-10/Cherry Valley Boulevard interchange and realignment of Calimesa Boulevard. While traffic operations at the interchange would be improved with implementation of the project, it would not substantially change accessibility to adjacent and nearby properties. As discussed in Section 2.1.4 of this IS/EA, the project is not anticipated to result in substantial changes in accessibility or growth. The proposed project would not influence growth because the project would not directly result in substantial changes to land use or directly encourage changes in population density. Development within the project area is governed by the Calimesa General Plan and Riverside County General Plan.
Although the project would provide operational improvements to local access, it is not expected that the project would affect growth at the local or regional level. As such, impacts in this regard are less than significant. No measures are required.
b) Less than Significant Impact
As discussed in Section 2.1.6 prepared for this IS/EA, two residential relocations on APN 413-270-014 would occur under Build Alternative 4, which would result in the displacement of people and housing. However, as noted in Section 2.1.6, adequate housing stock is available in proximity to the project area to meet the decent, safe, and sanitary standards to relocate the displaced residents from the impacted area. With the implementation of Avoidance and Minimization Measure ROW -1, which will ensure impacted Interstate 10/Cherry Valley Boulevard Interchange Project • 487 664
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property owners receive just compensation, project implementation would not displace a substantial number of existing people or housing. Less than significant impacts would occur in this regard.
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3.2.15 Public Services
a) Would the project result in substantial
adverse physical impacts associated with the
provision of new or physically altered
governmental facilities, need for new or
physically altered governmental facilities, the
construction of which could cause significant
environmental impacts, in order to maintain
acceptable service ratios, response times or
other performance objectives for any of the
public services:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
(i) Fire protection?
X
(ii) Police protection?
X
(iii) Schools?
n
n
X
(iv) Parks?
n
n
X
(v) Other public facilities?
X
The potential for the Build Alternatives to result in impacts related to public services was assessed in the Utilities and Emergency Services section in Chapter 2. The following discussion is based on that analysis. a) i) and ii) Less than Significant
Fire protection services in the City of Calimesa are provided by the City of Calimesa Fire Department. Police protection services are provided through a contract with Riverside County Sheriff's Department. The project would improve an existing freeway interchange, and would not result in the development of any new land uses. Thus, the project would not result in the need for new or physically altered fire or police protection facilities. However, access to developed areas in proximity to the project may potentially be constrained intermittently during construction. A TMP has been included as a project feature to minimize potential traffic -related impacts during construction of the project. Travel through the project area would be maintained for emergency service vehicles during project construction. The Caltrans TMP Guidelines require consideration and notification of emergency service providers to provide for adequate emergency access during the temporary construction process. With preparation of the TMP during the PS&E phase, temporary impacts related to temporary construction activities and effects on the provision of emergency services would be reduced to a less than significant level. No measures are required.
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a) iii) and v) No impact
As discussed in Section 2.1.3, Growth, project improvements would not induce growth. As such, the project would not result in the generation of new residents or populations capable of requiring additional services for schools or other public facilities. Thus, no impacts would occur in this regard. iv) No Impact
As discussed in section 2.1.2, Parks and Recreation, Trevino Park occurs within a 0.5 -mile distance from the project site at 11286 Tukwet Canyon Parkway, in the City of Beaumont. Build Alternatives 3 and 4 would not directly or indirectly impact Trevino Park through permanent acquisition, or by temporarily impacting access, visual resources, water quality, air quality, noise, or biological resources within the project vicinity. Project improvements would not induce growth. As such, the project would not result in the generation of new residents or populations capable of requiring additional park services. Thus, no impacts would occur in this regard.
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3.2.16 Recreation
---
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
a) Would the project increase the use of
existing neighborhood and regional parks or
other recreational facilities such that
substantial physical deterioration of the
facility would occur or be accelerated?
X
b) Does the project include recreational
facilities or require the construction or
expansion of recreational facilities which
might have an adverse physical effect on the
environment?
X
a) and b) No Impact
The project involves interchange transportation improvements and would not include any new land uses that would increase the use of existing neighborhood and regional parks or other recreational facilities. The project does not include any new recreational facilities or the expansion of recreational facilities that could have an adverse physical effect on the environment. Thus, no impacts would occur in this regard, and no measures are required.
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3.2.17 Transportation
Would the project:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
a) Conflict with a program, plan, ordinance,
or policy addressing the circulation system,
including transit, roadway, bicycle and
pedestrian facilities?
X
b) Would the project conflict or be
inconsistent with CEQA Guidelines section
15064.3, subdivision (b)?
X
c) Substantially increase hazards due to a
geometric design feature (e.g., sharp curves
or dangerous intersections) or incompatible
uses (e.g., farm equipment)?
X
d) Result in inadequate emergency access?
X
The potential for the project to result in transportation/traffic impacts was assessed in the 1-10 Cherry Valley Boulevard Interchange Project Approval and Environmental Document Traffic Operations Analysis Report (TOAR) dated November 2020, and the Traffic and Transportation/ Pedestrian and Bicycle Facilities section in Chapter 2. The following discussion is based on those analyses.
On September 27, 2013, Governor Jerry Brown signed Senate Bill (SB) 743 into law, which initiated a process to change transportation impact analyses completed in support of California Environmental Quality Act (CEQA) documentation. SB 743 eliminates level of service (LOS) as a basis for determining significant transportation impacts under the CEQA and provides a new performance metric, vehicle miles travelled (VMT). SB 743 went into effect on July 1, 2020.
Pursuant to SB 743, Caltrans has developed guidelines and significance thresholds for VMT assessment for transportation projects. However, Caltrans has determined that certain projects initiated prior to December 28, 2018 that have begun the environmental documentation milestone prior to September 15, 2020 can be screened from preparing a VMT assessment. The proposed project meets these requirements, and Caltrans has determined the project would not likely lead to a substantial increase in VMT. Thus, an analysis of VMT is not required, and the use of LOS is used as the metric for this project. a) and c) No Impact
The project would not conflict with a program, plan, ordinance, or policy addressing the circulation system. As noted in Section 2.1.1 of the IS/EA, the Interstate 10/Cherry Valley Boulevard Interchange Project • 492 669
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project would be consistent with the 2020-2045 Southern California Association of Governments (SCAG) Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) and the SCAG 2021 Federal Transportation Improvement Program (FTIP). The project was also determined consistent with the goals and policies of the Riverside County General Plan and City of Calimesa General Plan. The project would result in beneficial impacts related to traffic congestion, connectivity, and mobility in the project area, and would provide new pedestrian and bicyclist facilities where limited facilities currently exist. The project would also be subject to Caltrans review for consistency with safety standards (such as the Highway Design Manual) to ensure that no hazardous design features would occur. As such, no impacts would occur in this regard.
b) No Impact
As noted below in Table 3.4-2, when comparing both build alternatives to no - build conditions, the build alternatives would result in a reduction in CO2e and also a reduction in VMT. The project in itself would not generate traffic.
Therefore, no significant impact related to greenhouse gas emissions would occur. Operational mobile source emissions associated with the project are not expected to increase emissions from mobile sources. The project itself would not generate new vehicle trips and therefore would not have a significant impact on air quality in the air basin. Implementation of the project, along with other projects included in the regional 2020-2040 RTP, should further improve traffic flow and decrease congestion within the region. No impact would occur in this regard, and no measures are required. d) Less than Significant Impact
Freeway, ramp, and lane closures are anticipated for the construction phase of the project. As discussed in Section 2.1.9, Traffic and Transportation/Pedestrian Bicycle Facilities, temporary lane closures are anticipated throughout the 24 months of construction for the project. The project would implement a TMP during the PS&E phase. The TMP will implement alternate route strategies to minimize impacts to roadways and reduce potential congestion. As discussed in Section 2.1.6, Utilities/Emergency Services, as part of the TMP, the project would provide for adequate emergency access during the temporary construction process.
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3.2.18 Tribal Cultural Resources
Would the project cause a
Significant
Less Than
Less Than
No
substantial adverse change in the
and
Significant
Significant
Impact
significance of a tribal cultural
Unavoidable
with
Impact
resource, defined in Public
Impact
Mitigation
Resources Code section 21074
as either a site, feature, place,
cultural landscape that is
geographically defined in terms of
the size and scope of the
landscape, sacred place, or
object with cultural value to a
Incorporated
California Native American tribe,
and that is:
a) Listed or eligible for listing in
the California Register of
X
Historical Resources, or in a local
register of historical resources as
defined in Public Resources
Code section 5020.1(k), or
b) A resource determined by the
lead agency, in its discretion and
supported by substantial
evidence, to be significant
pursuant to criteria set forth in
subdivision (c) of Public
X
Resources Code Section 5024.1.
In applying the criteria set forth in
subdivision (c) of Public
Resource Code Section 5024.1,
the lead agency shall consider
the significance of the resource to
a California Native American
tribe.
a) and b) No Impact.
In compliance with AB 52, Caltrans distributed letters to applicable Native American tribes informing them of the project on April 25, 2019. Three responses were received from the tribes. Refer to Chapter 4.0, Comments and Coordination, of this IS/EA, as well as Section 3, Consulting Parties/Public Participation, of the HPSR, for information regarding efforts undertaken by Caltrans to consult pertinent Native American tribes to identify tribal cultural resources in the APE.
As detailed in Section 2.1.11, Cultural Resources, of the IS/EA, the project would result in a finding of No Historic Properties Affected. Additionally, Caltrans has notified the California State Historic Preservation Officer (SHPO) of its determination that no properties within the area of potential effect (APE) are eligible for inclusion in the National Register of Historic Places (NRHP), and concurrence in its determination of Finding of No Historic Properties Affected was provided on June 16, 2021. Ground disturbance activities Interstate 10/Cherry Valley Boulevard Interchange Project • 494 671
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associated with construction of the Build Alternatives could result in the inadvertent discovery of cultural resources. If cultural materials are discovered during construction, all earth -moving activity within and around the immediate discovery area be diverted until a qualified archaeologist can assess the nature and significance of the find. Therefore, the project would not impact a historical resource, as defined in PRC Section 5020.1(k). There are no significant resources for a California Native American tribe identified near or within the project study area; thus, project implementation would result in no impacts to a listed or eligible resource under the California Register of Historical Resources or a local register as defined under Public Resources Code section 5020.1(k). No measures are required.
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3.2.19 Utilities and Service Systems
Would the project:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
a) Require or result in the relocation or XI
construction of new or expanded water,
wastewater treatment or storm water
drainage, electric power, natural gas, or
telecommunications facilities, the
construction or relocation of which could
cause significant environmental effects?
b) Have sufficient water supplies available
to serve the project and reasonably
foreseeable future development during
normal, dry and multiple dry years?
X
c) 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
d) Generate solid waste in excess of State
or local standards, or in excess of the
capacity of local infrastructure, or otherwise
impair the attainment of solid waste
reduction goals?
X
e) Comply with federal, state, and local
management and reduction statutes and
regulations related to solid waste?
0 The potential for Build Alternatives 3 and 4 to result in impacts related to utilities and service systems was assessed in the Utilities/Emergency Services section in Chapter 2. The following discussion is based on those analyses.
a) Less than Significant Impact
The project proposes the relocation of existing sewer, potable water, electrical, communication cable lines, and natural gas lines; refer to Section
2.1.8 for detail regarding utility locations. Implementation of the project would not include new or expanded utilities. Prior to the final design phase, affected utility providers would be contacted to verify that the project would not disrupt services within the community. Based on the Hydrology and Water Quality section of this chapter, the Build Alternatives would not result in any substantial impacts related to stormwater drainage. As such, impacts would be less than significant in this regard. No measures are required.
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b) and c) No Impact
The use of water during project construction would be limited to water trucked to the site for dust control. The amount of water used during construction would be minimal. Landscaping associated with the proposed project would be drought tolerant, and would be consistent with the existing desert environment in the project area. If landscape irrigation is required, it is not anticipated that the irrigation would result in a substantial increase in the water supply required for the project site. As a result, the project would not require new or expanded entitlements to meet the need for water during construction and operation of the project. No impact would occur and no measures are required.
As a roadway infrastructure improvement, the project would not generate wastewater. Thus, the project would not exceed wastewater treatment requirements, require or result in the construction of new wastewater treatment facilities, or result in the need for a determination by a wastewater treatment provider that it has adequate capacity to serve the project. No impact would occur, and no measures are required.
d) No Impact
Solid waste would be generated during the construction phase of the project.
The waste generated during construction would be limited and would occur for a limited duration, and then properly disposed of at an existing landfill.
That amount of waste would be a very small amount of the total waste disposed of at area landfills, on both a daily and annual basis. Therefore, it is anticipated that any waste generated would be accommodated by existing landfill facilities in Riverside County, and the project would not generate solid waste in excess of State or local standards. No impacts would occur in this regard.
e) No impact
Any solid waste generated during construction of the Build Alternatives or collected during normal waste collection activities would be collected, handled, transported, and disposed of consistent with applicable federal, State, regional, and local regulations. No impact would occur, and no measures are required.
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3.2.20 Wildfire
If located in or near state responsibility areas
or lands classified as very high fire hazard
severity zones, would the project:
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
a) Substantially impair an adopted
emergency response plan or emergency
evacuation plan?
X
b) Due to slope, prevailing winds, and other
factors, exacerbate wildfire risks, and
thereby expose project occupants to,
pollutant concentrations from a wildfire or the
uncontrolled spread of a wildfire?
X
c) Require the installation or maintenance of
associated infrastructure (such as roads, fuel
breaks, emergency water sources, power
lines or other utilities) that may exacerbate
fire risk or that may result in temporary or
ongoing impacts to the environment?
X
d) Expose people or structures to significant
risks, including downslope or downstream
flooding or landslides, as a result of runoff,
post -fire slope instability, or drainage
changes?
X
The potential for Build Alternatives 3 and 4 to result in impacts related to wildfire was assessed in Section 3.3, Wildfire. The following discussion is based on that analysis.
a) Less than Significant Impact
The project would improve an existing freeway interchange, and would not result in the development of any new land uses. However, access to developed areas in proximity to the project may potentially be constrained intermittently during construction. A TMP has been included as a project feature to minimize potential traffic -related impacts during construction of the project. Travel through the project area would be maintained for emergency service vehicles during project construction. The Caltrans TMP Guidelines require consideration and notification of emergency service providers to provide for adequate emergency access during the temporary construction process. With preparation of the TMP during the PS&E phase, temporary impacts related to temporary construction activities and effects related to emergency response and evacuation would not be significant.
The project would result in beneficial impacts related to emergency response and evacuation over the long term. Since the project would reduce traffic congestion and improve connectivity in the project area, emergency access Interstate 10/Cherry Valley Boulevard Interchange Project • 498 675
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and circulation would be improved. Impacts would be less than significant in this regard.
b), c) and d) Less than Significant Impact
Based on the California Department of Forestry and Fire Protection (CalFire) Very High Fire Hazard Severity Zones in Locally Responsibility Area (LRA) (dated December 4, 2009 for West Riverside County and incorporated areas), a very small portion of the project site fall within a "Very High Fire Hazard Severity Zone" in a "Local Responsibility Area."
• Southwest: Three parcels (APNs 413-270-19, 413-270-20, and 413-270-21) located in the southwestern quadrant of the I-10/Cherry Valley Boulevard interchange (between 1-10 Eastbound and Roberts Road) are designated as a "Very High Fire Hazard Severity Zone." Small portions of these designated areas encroach into project boundaries.
• Northwest: A "Very High Fire Hazard Severity Zone" is located northwest of the project site.
The project would require construction and partial/full right-of-way (ROW) acquisition for the three parcels that are located in the "Very High Fire Hazard Severity Zone". The realignment and the reconstruction of the eastbound off - ramp to 1-10 would occur at this location. The parcels impacted by the project located within a "Very High Fire Hazard Severity Zone" make up a small area of vegetated open space that and is surrounded by urban development and graded land that has been prepared for new development. As such, the likelihood of a wildfire resulting from demolition and construction activities is low. Additionally, the project would be subject to adherence to Chapter 33 of the California Fire Code, Fire Safety During Construction and Demolition, which includes safety provisions and precautions to minimize the potential for fires. Upon adherence to this existing standard, impacts would be less than significant in this regard.
The project is not anticipated to result in permanent impacts related to exacerbation of fire hazards in a "Very High Fire Hazard Severity Zone." The project would improve an existing interchange, and would not include the extension of new roadways or other infrastructure through an area that is subject to high fire risk.
In addition, the project would not result increased risks related to stormwater runoff or drainage changes. As noted in Section 2.2.1, Hydrology and Floodplain, the project would include drainage improvements within and surrounding El Casco Creek that would maintain adequate capacity during a 100 -year storm event, and the project would not cause an increase in existing water surface elevations. Impacts in this regard would be less than significant.
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3.2.21 Mandatory Findings of Significance
---
Significant
and
Unavoidable
Impact
Less Than
Significant
with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
a) Does the project have the potential to
substantially degrade the quality of the
environment, substantially reduce the habitat
of a fish or wildlife species, cause a fish or
wildlife population to drop below self-
sustaining levels, threaten to eliminate a
plant or animal community, substantially
reduce the number or restrict the range of a
rare or endangered plant or animal or
eliminate important examples of the major
periods of California history or prehistory?
b) Does the project have impacts that are
individually limited, but cumulatively
considerable? ("Cumulatively considerable"
means that the incremental effects of a
project are considerable when viewed in
connection with the effects of past projects,
the effects of other current projects, and the
effects of probable future projects)?
n
x
c) Does the project have environmental
effects which will cause substantial adverse
effects on human beings, either directly or
indirectly?
X
a) Less Than Significant with Mitigation Incorporated
The potential for the project to result in significant impacts to cultural resources, paleontological resources, biological resources, or greenhouse gas emissions is discussed in Sections 2.1.11, 2.2.4, 2.3, and 3.4 respectively.
The analysis of cultural resources determined that no historical or archaeological resources eligible for inclusion in the NRHP/CRHR were determined to be present on -site. However, the possibility exists that previous unknown buried resources could be discovered during construction. In accordance with Caltrans standards, if cultural materials are discovered during construction, all earth -moving activity within and around the immediate discovery area will be diverted until a qualified archaeologist can assess the nature and significance of the find. Additionally, the project would be subject to compliance with California H&SC Section 7050.5 in the event human remains are discovered. Thus, impacts in this regard would be less than significant, and no measures are required.
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Portions along the project site have been identified as areas of High Potential for paleontological resources, meaning that based on the surficial and subsurface geologic units found at the ground surface, the area in question would be high in potential for buried paleontological resources at unknown depths. Ground -disturbing activities associated with the construction of the project could result in long-term disturbance or loss of previously undiscovered paleontological resources. Avoidance and Minimization Measure PAL -1 would require worker's environmental awareness training for awareness of paleontological resources. Mitigation Measure PAL -2 would additionally require retainment of a qualified Principal Paleontologist, and the implementation of a Paleontological Mitigation Plan (PMP) for the project. If paleontological resources are discovered during ground -disturbing activities, fossil preparation, curation, and reporting would occur in accordance with Avoidance and Minimization Measure PAL -3. With the implementation of Measures PAL -1 through PAL -3, impacts would be less than significant in this regard.
Based on information provided in Section 2.3, the project would have the potential to result in impacts to sensitive natural communities, jurisdictional waters, plant communities, and animal species. However, upon implementation of Avoidance and Minimization Measures NC -1 through NC -3, Mitigation Measure WET -1 and Avoidance and Minimization Measure WET -2, and Avoidance and Minimization Measures AS -1 through AS -4, impacts to biological resources would be less than significant.
As discussed in Section 3.4, project implementation would result in an increase in GHG emissions compared to existing conditions due to planned growth in the project vicinity. However, implementation of project -level GHG reduction strategies (Measures CC -1 through CC -8 and GHG-1 through GHG-8) would reduce GHG emissions to a less than significant level.
Additionally, the project would comply with regional and local GHG reduction policies and strategies presented in Table 3.4-1. As such, impacts to GHG emissions would be less than significant.
b) Less Than Significant Impact
As discussed in Section 2.4, Cumulative Impacts, several planned projects may be under construction and/or operation at the same time as the proposed project. Cumulative impacts were analyzed for the following resources:
paleontology, hazardous waste/materials, and biological resources (natural communities, wetlands and other waters, plant species, and animal species).
Based on the analysis provided in Section 2.4, it was determined that the project would not have the capacity to substantially contribute to cumulative impacts, in combination with other planned projects and developments. All future development projects within the project vicinity would be subject to independent environmental review on a case -by -case basis and would be required to implement project -specific design features and/or measures to Interstate 10/Cherry Valley Boulevard Interchange Project • 501 678
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reduce any identified impacts to these resources. Accordingly, the Build Alternatives, in combination with other planned projects, would not result in cumulative considerable impacts. Impacts would be less than significant, and no measures are required.
c) Less Than Significant Impact
As discussed in Section 2.1.6, Relocations and Real Estate Property, Build Alternative 4 would result in the relocation of one commercial/multiple single- family residency (3607 Cherry Valley Blvd). Implementation of Avoidance and Minimization Measure ROW -1 would reduce potential relocation impacts.
Therefore, the potential impacts to human beings would be reduced to a less than significant impact.
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3.3 Wildfire
Regulatory Setting
Senate Bill 1241 required the Office of Planning and Research, the Natural Resources Agency, and the California Department of Forestry and Fire Protection to develop amendments to the "CEQA Checklist" for the inclusion of questions related to fire hazard impacts for projects located on lands classified as very high fire hazard severity zones. The 2018 updates to the CEQA Guidelines expanded this to include projects "near" these very high fire hazard severity zones.
Affected Environment
The project area is located in a narrow alluvial valley between the foothills of the San Gorgonio Mountains and San Jacinto Mountains. As discussed in the PGDR prepared for this project, while the project site is surrounded by mountain ranges and hillsides, the project site itself ranges from approximately 2,364 feet above mean sea level (amsl) to 2,350 feet amsl.
High winds, such as the Santa Ana winds, are prevalent within the project site and surrounding area.
Vegetation communities were observed to exist within the project study area as well as the project alignment, As discussed in Section 2.3.1, Natural Communities, vegetation surrounding the project alignment include scrub oak chaparral (Quercus berberidifolia Shrubland Alliance), California buckwheat scrub (Eriogonum fasciculatum Shrubland Alliance), disturbed California buckwheat scrub (Eriogonum fasciculatum Shrubland Alliance), Cuyamaca cypress stands (Hesperocyparis stephensonii Woodland Special Stands), mule fat thickets (Baccharis salicifolia Shrubland Alliance), disturbed California sagebrush — (purple sage) scrub (Artemisia californica — [Salvia leucophylla] Shrubland Alliance), wild oats and annual brome grasslands (Avena spp. - Bromus spp. Herbaceous Semi -Natural Alliance), disturbed wild oats and annual brome grasslands (Avena spp. - Bromus spp. Herbaceous Semi -Natural Alliance), planted oak tree grove (Quercus agrifolia Forest and Woodland Alliance), and eucalyptus — tree of heaven — black locust groves (Eucalyptus spp. - Ailanthus altissima - Robinia pseudoacacia Woodland Semi -Natural Alliance).
Fire Hazard Severity Zone
Based on the California Department of Forestry and Fire Protection (CalFire) Very High Fire Hazard Severity Zones in Locally Responsibility Area (LRA) (dated December 4, 2009 for West Riverside County and incorporated areas), a very small portion of the project site fall within a "Very High Fire Hazard Severity Zone" in a "Local Responsibility Area;" refer to Figure 3.3-1, Fire Severity.
• Southwest: Three parcels (APNs 413-270-19, 413-270-20, and 413-270-21) located in the southwestern quadrant of the I-10/Cherry Valley Boulevard Interstate 10/Cherry Valley Boulevard Interchange Project • 503 680
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interchange (between 1-10 Eastbound and Roberts Road) are designated as a "Very High Fire Hazard Severity Zone." Small portions of these designated areas encroach into project boundaries.
• Northwest: A "Very High Fire Hazard Severity Zone" is located northwest of the project site.
Emergency Response Plan or Emergency Evacuation Plan
The City of Calimesa has implemented an Operations Emergency Plan and a Local Hazard Mitigation Plan to prepare for natural and man-made disasters.
Additionally, the County of Riverside implemented a multi -jurisdictional hazard mitigation and an emergency operation plan at the county level and for unincorporated areas and communities. Table 3.3-1, below, summarizes the purpose of each plan.
Table 3.3-1: Emergency Response Plan Summary
Emergency Response
Plan
Purpose
City of Calimesa
Operations Emergency
Plan
The purpose of this plan is to incorporate and coordinate all the facilities and personnel of the City into an efficient organization capable of responding effectively to any emergency.
City of Calimesa Local
Hazard Mitigation Plan
The purpose of this local hazard mitigation plan is to identify hazards, review and assess past disaster occurrences, estimate the probability of future occurrences, and set goals to mitigate potential risks to reduce or eliminate long-term risk to people and property from natural and man- made hazards. The plan identifies vulnerabilities, provides recommendations for prioritized mitigation actions, evaluates resources and identifies mitigation shortcomings, and provides future mitigation planning and maintenance of existing plan.
County of Riverside
Operational Area
Emergency Operations
Plan
The purpose of this plan is to incorporate and coordinate all the facilities and personnel of the County and Operational Area member jurisdictions into an efficient organization capable of responding effectively to any emergency. The County's Operational Area Emergency Operations Plan does not identify the City of Calimesa or the Unincorporated Community of Cherry Valley as a city/special district most vulnerable to wildland fires.
County of Riverside
Multi -Jurisdictional
Local Hazard Mitigation
Plan
The purpose of this plan is to identify the County's hazards, review and assess past disaster occurrences, estimate the probability of future occurrences, and set goals to mitigate potential risks to reduce or eliminate long-term risk to people and property from natural and man- made hazards.
Source: City of Calimesa, City of Calimesa General Plan, 2014.
City of Calimesa, City of Calimesa Local Hazard Mitigation Plan,2012.
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Figure 3.3-1: Fire Severity
INITIAL STUDY/ENVIRONMENTAL ASSESSMENT
INTERSTATE 10/CHERRY VALLEY BOULEVARD INTERCHANGE PROJECT Y,)
QNOT TO SCALE
Project Site Boundary
CI 0.5 Mile Radius
City of Calimesa Jurisdiction
Very High Fire Hazard Severity Zone
Fire Severity
CIr2o2' IN I5d171
Figure 3.31
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Environmental Consequences
Fire Hazard Severity Zone
The project would require construction and partial/full right-of-way (ROW) acquisition for the three parcels that are located in the "Very High Fire Hazard Severity Zone" for Local Responsibility Area; refer to Section 2.1.6, Relocations and Real Property Acquisition. The realignment and the reconstruction of the eastbound off -ramp to 1-10 would occur at this location.
The parcels impacted by the project located within a "Very High Fire Hazard Severity Zone" make up a small area of vegetated open space that and is surrounded by urban development and graded land that has been prepared for new development. As such, the likelihood of a wildfire resulting from demolition and construction activities is low. Additionally, the project would be subject to adherence to Chapter 33 of the California Fire Code, Fire Safety During Construction and Demolition, which includes safety provisions and precautions to minimize the potential for fires. Upon adherence to this existing standard, impacts would be less than significant in this regard.
The project is not anticipated to result in permanent impacts related to exacerbation of fire hazards in a "Very High Fire Hazard Severity Zone." The project would improve an existing interchange, and would not include the extension of new roadways or other infrastructure through an area that is subject to high fire risk. The project would comply Caltrans Standard Specifications (dated 2018), Section 20-2.06(3), which would require the project to install backflow preventers that are fire resistant. The project would also comply with Section Spec 82-2.02F of the Caltrans Standard Specifications, which would require the project to install fiberglass -reinforced plastic where needed that would contain additives designed to suppress fire ignition and flame propagation.
In addition, the project would not result increased risks related to stormwater runoff or drainage changes. As noted in Section 2.2.1, Hydrology and Floodplain, the project would include drainage improvements within and surrounding El Casco Creek that would maintain adequate capacity during a 100 -year storm event, and the project would not cause an increase in existing water surface elevations. Impacts in this regard would be less than significant.
Emergency Response Plan or Emergency Evacuation Plan
The project involves demolition and reconstruction of the I-10/Cherry Valley Boulevard interchange. Construction activities for the project may temporarily impact the vehicular flow of traffic within the project limits, which could impact emergency routes and response times. With implementation of the TMP identified in Chapter 1, travel through the project area would be maintained for emergency service vehicles during project construction. The Caltrans TMP Guidelines require consideration and notification of emergency service providers to provide for adequate emergency access during the temporary construction process. With preparation of the TMP during the PS&E phase, temporary impacts related to temporary construction activities and effects on Interstate 10/Cherry Valley Boulevard Interchange Project • 506 683
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the provision of emergency services would be reduced to a less than significant level. No measures are required. The project is anticipated to result in beneficial impacts over the long term, since the project would reduce traffic congestion, connectivity, and mobility within the project area.
Avoidance, Minimization, and/or Mitigation Measures
No measures are required.
3.4 Climate Change
Climate change refers to long-term changes in temperature, precipitation, wind patterns, and other elements of the earth's climate system. An ever- increasing body of scientific research attributes these climatological changes to greenhouse gas (GHG) emissions, particularly those generated from the production and use of fossil fuels.
While climate change has been a concern for several decades, the establishment of the Intergovernmental Panel on Climate Change (IPCC) by the United Nations and World Meteorological Organization in 1988 led to increased efforts devoted to GHG emissions reduction and climate change research and policy. These efforts are primarily concerned with the emissions of GHGs generated by human activity, including carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), tetrafluoromethane, hexafluoroethane, sulfur hexafluoride (SF6), and various hydrofluorocarbons (HFCs). CO2 is the most abundant GHG; while it is a naturally occurring component of Earth's atmosphere, fossil -fuel combustion is the main source of additional, human - generated 002.
Two terms are typically used when discussing how we address the impacts of climate change: "greenhouse gas mitigation" and "adaptation." Greenhouse gas mitigation covers the activities and policies aimed at reducing GHG emissions to limit or "mitigate" the impacts of climate change. Adaptation, on the other hand, is concerned with planning for and responding to impacts resulting from climate change (such as adjusting transportation design standards to withstand more intense storms and higher sea levels). This analysis will include a discussion of both.
3.4.1 Regulatory Setting
This section outlines federal and state efforts to comprehensively reduce GHG emissions from transportation sources.
Federal
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enacted specifically to address climate change and GHG emissions reduction at the project level.
The National Environmental Policy Act (NEPA) (42 United States Code [USC] Part 4332) requires federal agencies to assess the environmental effects of their proposed actions prior to making a decision on the action or project.
The Federal Highway Administration (FHWA) recognizes the threats that extreme weather, sea -level change, and other changes in environmental conditions pose to valuable transportation infrastructure and those who depend on it. FHWA therefore supports a sustainability approach that assesses vulnerability to climate risks and incorporates resilience into planning, asset management, project development and design, and operations and maintenance practices (FHWA 2019). This approach encourages planning for sustainable highways by addressing climate risks while balancing environmental, economic, and social values— "the triple bottom line of sustainability" (FHWA n.d.). Program and project elements that foster sustainability and resilience also support economic vitality and global efficiency, increase safety and mobility, enhance the environment, promote energy conservation, and improve the quality of life.
Various efforts have been promulgated at the federal level to improve fuel economy and energy efficiency to address climate change and its associated effects. The most important of these was the Energy Policy and Conservation Act of 1975 (42 USC Section 6201) and Corporate Average Fuel Economy (CAFE) Standards. This act establishes fuel economy standards for on -road motor vehicles sold in the United States. Compliance with federal fuel economy standards is determined through the CAFE program based on each manufacturer's average fuel economy for the portion of its vehicles produced for sale in the United States.
Energy Policy Act of 2005, 109th Congress H.R.6 (2005-2006): This act sets forth an energy research and development program covering: (1) energy efficiency; (2) renewable energy; (3) oil and gas; (4) coal; (5) the establishment of the Office of Indian Energy Policy and Programs within the Department of Energy; (6) nuclear matters and security; (7) vehicles and motor fuels, including ethanol; (8) hydrogen; (9) electricity; (10) energy tax incentives; (11) hydropower and geothermal energy; and (12) climate change technology.
The U.S. EPA in conjunction with the National Highway Traffic Safety Administration (NHTSA) is responsible for setting GHG emission standards for new cars and light -duty vehicles to significantly increase the fuel economy of all new passenger cars and light trucks sold in the United States. Fuel efficiency standards directly influence GHG emissions.
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State
California has been innovative and proactive in addressing GHG emissions and climate change by passing multiple Senate and Assembly bills and executive orders (EOs) including, but not limited to, the following:
EO S-3-05 (June 1, 2005): The goal of this EO is to reduce California's GHG emissions to: (1) year 2000 levels by 2010, (2) year 1990 levels by 2020, and (3) 80 percent below year 1990 levels by 2050. This goal was further reinforced with the passage of Assembly Bill (AB) 32 in 2006 and Senate Bill (SB) 32 in 2016.
Assembly Bill (AB) 32, Chapter 488, 2006, NCifiez and Pavley, The Global Warming Solutions Act of 2006: AB 32 codified the 2020 GHG emissions reduction goals outlined in EO S-3-05, while further mandating that the California Air Resources Board (CARB) create a scoping plan and implement rules to achieve "real, quantifiable, cost-effective reductions of greenhouse gases." The Legislature also intended that the statewide GHG emissions limit continue in existence and be used to maintain and continue reductions in emissions of GHGs beyond 2020 (Health and Safety Code [H&SC] Section 38551(b)). The law requires CARB to adopt rules and regulations in an open public process to achieve the maximum technologically feasible and cost- effective GHG reductions.
EO S-01-07 (January 18, 2007): This order sets forth the low carbon fuel standard (LCFS) for California. Under this EO, the carbon intensity of California's transportation fuels is to be reduced by at least 10 percent by the year 2020. CARB re -adopted the LCFS regulation in September 2015, and the changes went into effect on January 1, 2016. The program establishes a strong framework to promote the low -carbon fuel adoption necessary to achieve the Governor's 2030 and 2050 GHG reduction goals.
Senate Bill (SB) 375, Chapter 728, 2008, Sustainable Communities and Climate Protection: This bill requires CARB to set regional emissions reduction targets for passenger vehicles. The Metropolitan Planning Organization (MPO) for each region must then develop a "Sustainable Communities Strategy" (SCS) that integrates transportation, land -use, and housing policies to plan how it will achieve the emissions target for its region.
SB 391, Chapter 585, 2009, California Transportation Plan: This bill requires the State's long-range transportation plan to identify strategies to address California's climate change goals under AB 32.
EO B-16-12 (March 2012) orders State entities under the direction of the Governor, including CARB, the California Energy Commission, and the Public Utilities Commission, to support the rapid commercialization of zero -emission vehicles. It directs these entities to achieve various benchmarks related to zero -emission vehicles.
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EO B-30-15 (April 2015) establishes an interim statewide GHG emission reduction target of 40 percent below 1990 levels by 2030 to ensure California meets its target of reducing GHG emissions to 80 percent below 1990 levels by 2050. It further orders all state agencies with jurisdiction over sources of GHG emissions to implement measures, pursuant to statutory authority, to achieve reductions of GHG emissions to meet the 2030 and 2050 GHG emissions reductions targets. It also directs CARB to update the Climate Change Scoping Plan to express the 2030 target in terms of million metric tons of carbon dioxide equivalent (MMTCO2e).10 Finally, it requires the Natural Resources Agency to update the state's climate adaptation strategy, Safeguarding California, every 3 years, and to ensure that its provisions are fully implemented.
SB 32, Chapter 249, 2016, codifies the GHG reduction targets established in EO B-30-15 to achieve a mid -range goal of 40 percent below 1990 levels by 2030.
SB 1386, Chapter 545, 2016, declared "it to be the policy of the state that the protection and management of natural and working lands . . . is an important strategy in meeting the state's greenhouse gas reduction goals, and would require all state agencies, departments, boards, and commissions to consider this policy when revising, adopting, or establishing policies, regulations, expenditures, or grant criteria relating to the protection and management of natural and working lands."
AB 134, Chapter 254, 2017, allocates Greenhouse Gas Reduction Funds and other sources to various clean vehicle programs, demonstration/pilot projects, clean vehicle rebates and projects, and other emissions -reduction programs statewide.
SB 743, Chapter 386 (September 2013): This bill changes the metric of consideration for transportation impacts pursuant to CEQA from a focus on automobile delay to alternative methods focused on vehicle miles traveled, to promote the state's goals of reducing greenhouse gas emissions and traffic related air pollution and promoting multimodal transportation while balancing the needs of congestion management and safety.
SB 150, Chapter 150, 2017, Regional Transportation Plans: This bill requires CARB to prepare a report that assesses progress made by each metropolitan planning organization in meeting their established regional greenhouse gas emission reduction targets.
10 GHGs differ in how much heat each trap in the atmosphere (global warming potential, or GWP). CO2 is the most important GHG, so amounts of other gases are expressed relative to CO2, using a metric called "carbon dioxide equivalent" (CO2e). The global warming potential of CO2 is assigned a value of 1, and the GWP of other gases is assessed as multiples of CO2.
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EO B-55-18 (September 2018) sets a new statewide goal to achieve and maintain carbon neutrality no later than 2045. This goal is in addition to existing statewide targets of reducing GHG emissions.
EO N-19-19 (September 2019) advances California's climate goals in part by directing the California State Transportation Agency to leverage annual transportation spending to reverse the trend of increased fuel consumption and reduce GHG emissions from the transportation sector. It orders a focus on transportation investments near housing, managing congestion, and encouraging alternatives to driving. This EO also directs CARB to encourage automakers to produce more clean vehicles, formulate ways to help Californians purchase them, and propose strategies to increase demand for zero -emission vehicles.
EO N-79-20 (September 2020) establishes goals for 100 percent of in -state sales of new passenger cars and trucks to be zero -emissions vehicles by 2035, that the state transition to 100 percent zero -emission off -road vehicles and equipment by 2035 where feasible, and that 100 percent of medium- and heavy-duty vehicles in the state be zero -emissions by 2045 where feasible.
3.4.2 Environmental Setting
The project site is located within the City of Calimesa and unincorporated Riverside County at 1-10 and Cherry Valley Boulevard. The I-10/Cherry Valley Boulevard Interchange's existing land uses are predominately undeveloped open space and residential, with existing residences characterized by older structures in a rural environment. Uses within project site boundaries can be characterized as primarily transportation facilities (1-10, Cherry Valley Boulevard, Calimesa Boulevard), and undeveloped open space. Refer to Figure 1-1, Regional Vicinity, and Figure 1-2, Site Vicinity, for a depiction of project location and on -site conditions.
Based on Section 2.1.9 of this IS/EA, traffic conditions along the freeway and intersections within the project area are anticipated to degrade at several locations, due to planned growth and development in the project area.
SCAG's 2020-2045 RTP guides transportation development in the project area.
A GHG emissions inventory estimates the amount of GHGs discharged into the atmosphere by specific sources over a period of time, such as a calendar year. Tracking annual GHG emissions allows countries, states, and smaller jurisdictions to understand how emissions are changing and what actions may be needed to attain emission reduction goals. U.S. EPA is responsible for documenting GHG emissions nationwide, and the CARB does so for the state, as required by H&SC Section 39607.4.
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National GHG Inventory
The U.S. EPA prepares a national GHG inventory every year and submits it to the United Nations in accordance with the Framework Convention on Climate Change. The inventory provides a comprehensive accounting of all human - produced sources of GHGs in the United States, reporting emissions of 002, CH4, N2O, HFCs, perfluorocarbons, SF6, and nitrogen trifluoride. It also accounts for emissions of CO2 that are removed from the atmosphere by "sinks" such as forests, vegetation, and soils that uptake and store CO2 (carbon sequestration). The 1990 2019 inventory found that overall GHG emissions were 6,558 million metric tons (MMT) in 2019, down 1.7 percent from 2018 but up 1.8% from 1990 levels. Of these, 80 percent were 002, 10 percent were CH4, and 7 percent were N2O; the balance consisted of fluorinated gases. CO2 emissions in 2019 were 2.2 percent less than in 2018, but 2.8 percent more than in 1990. As shown on Figure 3.4-1, the transportation sector accounted for 29 percent of U.S. GHG emissions in 2019 (U.S. EPA 2021a).
Figure 3.4-1: U.S. 2019 Greenhouse Gas Emissions (Source: U.S. EPA 2021c)
Total U.S. Greenhouse Gas Emissions
by Economic Sector in 2019
Agriculture
10%..
Commercial &
Residential
13%
U.S. Environmental Protection Agency (2021). Inventory of U.S.
Greenhou se Gas Emissions and Sinks: 1940.2019
State Greenhouse Gas Inventory
CARB collects GHG emissions data for transportation, electricity, commercial/residential, industrial, agricultural, and waste management Interstate 10/Cherry Valley Boulevard Interchange Project • 512 689
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sectors each year. It then summarizes and highlights major annual changes and trends to demonstrate the state's progress in meeting its GHG reduction goals. The 2020 edition of the GHG emissions inventory reported emissions trends from 2000 to 2018. It found total California emissions were 425.3 MMTCO2e in 2018, 0.8 MMTCO2e higher than 2017 but 6 MMTCO2e lower than the statewide 2020 limit of 431 MMTCO2e. The transportation sector was responsible for 41 percent of total GHGs. Transportation emissions decreased in 2018 compared to the previous year, which is the first year over year decrease since 2013. Overall statewide GHG emissions declined from 2000 to 2018 despite growth in population and state economic output CARB 2020).
Figure 3.4-2: California 2018 Greenhouse Gas Emissions by Sector 24% • Industrial
41 % • Transportation
9% • Electricity
IN STATE
6% • Electricity
IMPORT$
425.3 MMT CO2e
2418 TOTAL CA EMISSIONS
8°% • Agriculture
& Forestry
5% - Commercial
7% • Residential
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Figure 3.4-3: Change in California GDP, Population, and GHG Emissions Since 2000
Percent Change since 2000
60 50
40 30
20 10
0 -10
-20
-30
-40
-50
2000
2018
GDP
Population
GHG Emissions
GHG Emissions per Capita
GHG Emissions per GDP
AB 32 required CARB to develop a Scoping Plan that describes the approach California will take to achieve the goal of reducing GHG emissions to 1990 levels by 2020, and to update it every 5 years. CARB adopted the first scoping plan in 2008. The second updated plan, California's 2017 Climate Change Scoping Plan, adopted on December 14, 2017, reflects the 2030 target established in EO B-30-15 and SB 32. The AB 32 Scoping Plan and the subsequent updates contain the main strategies California will use to reduce GHG emissions.
Regional Plans
CARB sets regional targets for California's 18 MPOs to use in their Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) to plan future projects that will cumulatively achieve GHG reduction goals. Targets are set at a percent reduction of passenger vehicle GHG emissions per person from 2005 levels. The project is included in SCAG's 2020-2045 RTP/SCS (SCAG 2020 as RTP ID RIV060116), as discussed in Section
2.1.1, Land Use. CARB's regional reduction target for SCAG as of October 2018 is 8 percent by 2020 and 19 percent by 2035 (CARB 2019c). It should be noted that the SCAG planning region comprises Imperial, Orange, San Bernardino, and Ventura Counties in addition to Riverside County, and that targets apply to the region as a whole and to all GHG emission sources, not individual counties or transportation alone. The RTP/SCS concluded that implementing the plan would result in an 8 percent per capita GHG reduction by 2020, and a 19 percent reduction by 2035.
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The Riverside County General Plan Air Quality Element addresses GHGs in the project area. Riverside County adopted a Climate Action Plan (CAP) in December 2015 (amended in 2018) to facilitate streamlining project -level CEQA review by tiering from the CAP. Consistent with CARB's Scoping Plan reduction targets, Riverside County's CAP sets a target to reduce countywide GHG by 15 percent from 2008 levels. The Riverside County Climate Action Plan (CAP) serves as a tool to implement the goals and policies of the various elements of the Riverside County General Plan related to GHG emissions. It provides a list of specific actions that will reduce countywide GHG emissions consistent with the reduction targets of AB 32.
The City of Calimesa also has a CAP dated September 2014. Similar to the Riverside County CAP, the Calimesa CAP integrates local planning efforts to reduce GHG emissions, implement the City's General Plan goals and policies for greenhouse gas emissions, and improve the quality of life in the community.
Calimesa is also one of twelve communities that participated in the Western Riverside Council of Governments' (WRCOG) Subregional CAP, published in 2014. The WRCOG CAP conducted community emissions inventories, established a subregional greenhouse gas emissions reduction target and reduction measures, and adopted a sustainability framework. WRCOG's subregional emissions reduction targets are 15% below 2010 levels by 2020, and 49% below 2010 levels by 2035. Strategies include reducing single - occupancy vehicle travel, increasing nonmotorized travel, improving public transit access, increasing motor vehicle efficiency, and promoting sustainable growth patterns (WRCOG 2014).
Table 3.4-1: Regional and Local Greenhouse Gas Reduction Plan Title
GHG Reduction Policies or Strategies
Southern California
• Focus growth near destinations and mobility options.
Association of Governments
• Promote diverse housing choices.
2020-2045 Regional
Transportation
• Leverage technology innovations.
Plan/Sustainable Communities
• Support implementation of sustainability policies.
Strategy
• Promote a green region.
Riverside County General Plan
Circulation Element
(July 2018)
• Policy C1.2: Support development of a variety of
transportation options for major employment and
activity centers including direct access to transit
routes, primary arterial highways, bikeways, park -n -
ride facilities, and pedestrian facilities.
• Policy C1.7: Encourage and support the
development of projects that facilitate and enhance
the use of alternative modes of transportation,
including pedestrian -oriented retail and activity
centers, dedicated bicycle lanes and paths, and
mixed -use community centers.
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Title
GHG Reduction Policies or Strategies
• Policy C 5.2: Encourage the use of drought -tolerant
native plants and the use of recycled water for
roadway landscaping.
• Policy C 20.14 (Previously C 20.12): Encourage the
use of alternative non -motorized transportation and
the use of non-polluting vehicles.
Healthy Communities Element
• Policy HC 6.1: Coordinate with transportation service providers and transportation planning entities to
improve access to multi -modal transportation options
throughout the County of Riverside, including public
transit.
Land Use Element
• Policy LU 2.1 k(f): f. Site development to capitalize upon multi -modal transportation opportunities and
promote compatible land use arrangements that
reduce reliance on the automobile.
• Policy LU 11.4: Provide options to the automobile in
communities, such as transit, bicycle and pedestrian
trails, to help improve air quality.
• Policy LU 13.4: Incorporate safe and direct multi -
modal linkages in the design and development of
projects, as appropriate.
Riverside County General Plan
Amendments (Adopted July
17, 2018)
Air Quality Element
• Policy AQ 20.1: Reduce VMT by requiring expanded
multi -modal facilities and services that provide
transportation alternatives, such as transit, bicycle
and pedestrian modes. Improve connectivity of the
multimodal facilities by providing linkages between
various uses in the developments.
• Policy AQ 20.3: Reduce VMT and GHG emissions
by improving circulation network efficiency.
Circulation Element (Amendment No. 960 — Public
Review Draft, February 2015)
• Policy C 1.8: Ensure that all development
applications comply with the California Complete
Streets Act of 2008 as set forth in California
Government Code Sections 65040.2 and 65302.
Riverside County Climate
Action Plan (November 2019)
• R1 -T3: Executive Order S-1-07 (Low Carbon Fuel
Standard)
• R2 -T1: Alternative Transportation Options
• R2 -L2: Light Reflecting Surfaces for Energy Saving
•
Calimesa General Plan
(August 2014)
Goal AQ-5: Reduce greenhouse gas emissions and
adapt to the anticipated effects of climate change.
• Policy AQ-18: Support local, regional, and statewide
efforts to reduce greenhouse gas emissions.
• Action Item AQ-18.1: Establish a goal and
strategies to reduce community -wide
greenhouse gas emissions by 2020 and 2035.
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Title GHG Reduction Policies or Strategies
• Action Item AQ-18.2: Adopt and implement
Calimesa-specific actions identified in the
Western Riverside Council of Governments
(WRCOG) Regional Climate Action Plan.
• Action Item AQ-18.3: Continue to participate in
WRCOG regional climate change, renewable
energy, and energy -efficiency programs that
benefit Calimesa residents and businesses.
• Action Item AQ-18.4: Update Calimesa's
greenhouse gas emissions inventory every three
to five years.
Policy AQ-19: The City will work to evaluate the potential effects of climate change on Calimesa's human and
natural systems and prepare strategies that allow the
City to appropriately respond.
• Action Item AQ-19.1: Consult with state resource
and emergency management agencies
regarding updates to climate change science
and development of adaptation priorities.
• Action Item AQ-19.2: As needed, amend this
General Plan and the City's Zoning Code and
other codes to incorporate strategies to adapt to
climate change.
Goal TM -2: Public transit services, trails, paths, and pedestrian amenities that promote the mobility of
Calimesa residents and provide a reasonable
alternative to the personal automobile.
• Policy TM -4: Maintain and rehabilitate roadways to
preserve and improve the quality of City streets and
thoroughfares that promote access and mobility
between residential neighborhoods, employment
centers, shopping, and health services.
• Action Item TM -4.1: Following the principles of
"complete streets," maximize visibility and
access for pedestrians and encourage the
removal of barriers (walls, easements, and
fences) for safe and convenient movement of
pedestrians. Ensure that the entire travel way is
included in the design from building fagade to
building facade.
• Policy TM -5: Design each roadway with sufficient
width to accommodate projected traffic at acceptable
service levels, based on the intensity or density of
planned land uses.
• Policy TM -10: Support the development of the Short - and Long -Range Transit Plans.
• Action Item TM -10.2: Implement freeway
ramp/arterial roadway interchange
improvements that promote the safe and
efficient movement of vehicles, pedestrians, and
cyclists.
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Title
GHG Reduction Policies or Strategies
• Action Item TM -10.3: Coordinate the planning for
Calimesa's transportation needs with adjacent
jurisdictions, the County of Riverside, Caltrans,
and public transit providers.
• Policy TM -11: Reduce vehicle trips through design
and changes in operations.
• Action Item TM -11.1: Develop measures that will
reduce the number of vehicle trips during peak
travel periods.
• Action Item TM -11.2: Coordinate with Caltrans,
the Riverside County Transportation
Commission (RCTC), the Western Riverside
Council of Governments (WRCOG), transit
agencies, and other responsible agencies to
identify the need for additional park -and -ride
facilities along major commuter travel corridors
and at major activity centers.
• Policy LU 11.5: Ensure that all new developments
reduce Greenhouse Gas emissions as prescribed in
the Air Quality Element and Climate Action Plan.
Calimesa Climate Action Plan
Transportation
(September 2014)
• Measure T-1: Support community investment in full
scale electric vehicles (EVs) and neighborhood
electric vehicles (NEVs).
• Action T 1.1: Designate a network of slower -
speed streets as NEV-accessible, including
signage and designated lanes for NEVs as
appropriate.
• Action T 1.2: Encourage new nonresidential and
multifamily development to include designated
parking spaces with charging stations for EVs
and NEVs.
• Action T 1.3: Work with developers to pre -wire
new buildings for electric vehicle charging
stations.
• Action T 1.4: Install electric vehicle charging
stations in public parking lots.
• Measure T 2: Promote ridesharing as a commute
option for Calimesa residents.
• Action T 2.1: Work with companies and
communities who employ large numbers of
Calimesa residents to establish a safe and easy -
to -use ridesharing network for morning and
evening commutes.
• Action T 2.2: Distribute information about formal
and casual ridesharing systems to Calimesa
residents at public events and through local
media.
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3.4.3 Project Analysis
GHG emissions from transportation projects can be divided into those produced during operation of the SHS and those produced during construction. The primary GHGs produced by the transportation sector are 002, CH4, N2O, and HFCs. CO2 emissions are a product of the combustion of petroleum -based products, like gasoline, in internal combustion engines.
Relatively small amounts of CH4 and N2O are emitted during fuel combustion. In addition, a small amount of HFC emissions are included in the transportation sector.
The CEQA Guidelines generally address greenhouse gas emissions as a cumulative impact due to the global nature of climate change (Pub.
Resources Code, § 21083(b)(2)). As the California Supreme Court explained, "because of the global scale of climate change, any one project's contribution is unlikely to be significant by itself." (Cleveland National Forest Foundation v.
San Diego Assn. of Governments (2017) 3 Cal.5th 497, 512.) In assessing cumulative impacts, it must be determined if a project's incremental effect is "cumulatively considerable" (CEQA Guidelines Sections 15064(h)(1) and 15130).
To make this determination, the incremental impacts of the project must be compared with the effects of past, current, and probable future projects.
Although climate change is ultimately a cumulative impact, not every individual project that emits greenhouse gases must necessarily be found to contribute to a significant cumulative impact on the environment.
Operational Emissions
Nearly 29 percent of U.S. GHG emissions in 2019 came from the transportation sector. CO2 emissions from fossil fuel combustion accounted for 74.1 percent of all GHG emissions, and transportation activities accounted for about 37.5 percent of CO2 emissions from fossil fuel combustion in 2019.
Most transportation -related GHG emissions are from passenger cars (40.5 percent), freight trucks (23.6 percent), and light -duty trucks (17.2 percent).
The remainder of GHG emissions comes from other modes of transportation, including aircraft, ships, boats, and trains, as well as pipelines and lubricants (U.S. EPA 2021a, 2021b). Because CO2 emissions represent the greatest percentage of GHG emissions it has been selected as a proxy within the following analysis for potential climate change impacts generally expected to occur.
The highest levels of CO2 from mobile sources such as automobiles occur at stop -and -go speeds (0-25 miles per hour) and speeds over 55 miles per hour; the most severe emissions occur from 0-25 miles per hour (see Figure
3.4-4). To the extent that a project relieves congestion by enhancing operations and improving travel times in high -congestion travel corridors, GHG emissions, particularly 002, may be reduced.
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Four primary strategies can reduce GHG emissions from transportation sources: (1) improving the transportation system and operational efficiencies, (2) reducing travel activity, (3) transitioning to lower GHG-emitting fuels, and (4) improving vehicle technologies/efficiency. To be most effective, all four strategies should be pursued concurrently.
Figure 3.4-4: Possible Use of Traffic Operation Strategies in Reducing On -road CO2 Emissions
CONGESTION
MITIGATION
SPEED
MANAGEMENT
(Source: Barth and Boriboonsomsin 2010)
The purpose of this project is to improve traffic flow within the interchange by upgrading infrastructure and reconfiguring Cherry Valley Boulevard at the 1-10 interchange. The City identified Cherry Valley Boulevard as a major arterial roadway that provides access to 1-10. To address anticipated growth and development in and around the interchange, the City initiated a Project Study Report —Project Development Study (PSR-PDS) and received Caltrans concurrence in June 2018. The City, with support from the Riverside County Transportation Department, recognizes the need to improve the I-10/Cherry Valley Boulevard interchange and proposes to reconstruct the interchange to improve traffic flow, multimodal connectivity, and operational performance of the interchange.
The approved PSR-PDS recommended a no -build alternative and three build alternatives for study in the Project Approval/Environmental Document (PA/ED) phase: Build Alternative 2, Roundabouts; Build Alternative 3, Diverging Diamond; and Build Alternative 4, Partial Cloverleaf. Alternative 2 was removed from further consideration during the March 11, 2020 Project Development Team (PDT) meeting due to its projected insufficient traffic operations, particularly at the westbound 1-10 ramps intersection.
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Transit and multi -modal features are included in both Build Alternatives, including sidewalks on the I-10/Cherry Valley Boulevard eastbound structure right turn pockets, and crosswalks. The overall transportation framework in the project area is automobile driven; however, the I-10/Cherry Valley Boulevard Interchange project, as stated above, includes multi -modal components and is consistent with existing transit facilities. This includes the Yucaipa Dial -A -Ride, which provides on -call transit services in portions of the City. The improvements would enhance north -south connection across 1-10 for all users.
The project is included in SCAG's 2020-2045 RTP/SCS under the listing of State Highway Projects as RTP ID RIV060116.
2020 RTP Project Description: I-10/CHERRY VALLEY BOULEVARD IC:
REPLACEMENT OF EXISTING CURVED OVERCROSSING EXTENDING
1800 LINEAR FEET FROM ROBERTS ROAD (SOUTH) TO
APPROXIMATELY 500 FT E/O CALIMESA BLVD. ASSOCIATED PROJECT
IMPROVEMENTS INCLUDE REALIGNMENT OF CALIMESA BLVD AND
RAMP REALIGNMENT FOR ALL FOUR RAMPS WITH MINOR RAMP
WIDENING ADD WB AUX LANE (CHERRY VALLEY IC TO SINGLETON IC) (CMAQ PM 2.5 BENEFITS PROJECT).
The proposed project would result in beneficial impacts on congestion that would result from existing and planned development anticipated to occur in the project area. The proposed improvements would generally result in improvements related to freeway segment and intersection operations; refer to Section 2.1.9 for a detailed analysis of traffic operations under the Build Alternatives for Opening Year 2025 and Design Year 2045 conditions. On a system -wide basis, the TOAR prepared for the project identifies substantial improvements in average delay per vehicle, total delay, total travel time, and average speed.
Quantitative Analysis
Operational emissions were modeled using the CT-EMFAC2017 model.
Annual VMT values derived from daily VMT values were multiplied by 347, per CARB methodology (CARB 2008). Model defaults were used for the VMT fraction for trucks and non -trucks, while project -specific VMT distribution by speed was used. The results of the analysis are shown in Table 3.4-2.
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Table 3.4-2: Summary of Operational GHG Emissions -Opening Year 2025
Alternative
CO2e Emissions
(metric tons/year)
Annual Vehicle Miles
Traveled
Existing Year (2019)
254,693
652,991,540
Opening Year (2025) No -Build
Alternative
269,627
829,217,628
Opening Year (2025) Build
Alternative 3
269,614
829,178,378
Opening Year (2025) Build
Alternative 4
269,614
829,178,378
Design Year (2045) No -Build
Alternative
326,338
1,307,545,581
Design Year (2045) Alternative 3
326,302
1,307,399,796
Design Year (2045) Alternative 4
326,302
1,307,399,796
Note: Modeled using CT-EMFA2017. CO2e = carbon dioxide equivalent.
1. Annual VMT values derived from daily VMT values multiplied by 347, per CARB methodology (CARB 2008).
Source: Air Quality Report Interstate 10/Cherry Valley Boulevard Interchange Improvement Project, December 2020.
As identified in Table 3.4-2, project GHG emissions would increase relative to existing conditions under the Build Alternatives and No -Build Alternative.
However, it is important to note that this increase in GHG emissions relative to existing conditions is not due to the proposed project, but rather is associated with new residential and nonresidential developments that would occur in the project vicinity between the existing year (2019) and the project's open to traffic year (2025). This increase in development would cause growth in background traffic volumes and related GHG emissions.
Despite the increase in VMT, both Build Alternatives would improve traffic operations and reduce total travel time (VHT) thereby reducing GHG emissions in comparison to the No -Build Alternative. Project implementation would improve mobility and interstate highway access, reduce congestion, and enhance traffic operations. Rather than induce additional growth, the project would accommodate future planned growth in the area.
Implementation of sidewalks and turn -lane bicycle buffers along Cherry Valley Boulevard would increase opportunities for nonmotorized transportation and provide connectivity between Cherry Valley Boulevard and residential and commercial units within the project area. These features support GHG-related policies of the Riverside County and City of Calimesa Climate Action plans, and the City of Calimesa General Plan. Implementation of the project, along with other projects included in the regional 2020-2045 RTP, should further improve traffic flow and decrease congestion within the region.
While CT-EMFAC has a rigorous scientific foundation and has been vetted through multiple stakeholder reviews, its GHG emission rates are based on Interstate 10/Cherry Valley Boulevard Interchange Project • 522 699
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tailpipe emission test data". Moreover, the model does not account for factors such as the rate of acceleration and vehicle aerodynamics, which influence the amount of emissions generated by a vehicle. GHG emissions quantified using CT-EMFAC are therefore estimates and may not reflect actual physical emissions. Though CT-EMFAC is currently the best available tool for calculating GHG emissions from mobile sources, it is important to note that the GHG results are only useful for a comparison among alternatives.
Construction Emissions
Construction GHG emissions would result from material processing, on -site construction equipment, and traffic delays due to construction. These emissions will be produced at different levels throughout the construction phase; their frequency and occurrence can be reduced through innovations in plans and specifications and by implementing better traffic management during construction phases.
In addition, with innovations such as longer pavement lives, improved traffic management plans, and changes in materials, the GHG emissions produced during construction can be offset to some degree by longer intervals between maintenance and rehabilitation activities.
The Road Construction Emissions Model (RCEM) (version 9.0) from the Sacramento Metropolitan Air Quality Management District was used to estimate GHG emissions from project construction. Construction of either alternative is expected to take approximately 24 months. Tables 3.4-3 through
3.4-4 show that constructing Build Alternative 3 would emit approximately 2,728 metric tons per year of CO2 equivalent (CO2e) and constructing Build Alternative 4 would emit 2,664 of metric tons of CO2e per year. Under both Build Alternatives, the project would emit approximately one metric ton of CH4 and less than one metric ton of N20 per year. GHG emissions for Alternative 3 would be slightly more than Alternative 4 because the Diverging Diamond configuration would require larger bridge structures for traffic to cross to opposite sides between signalized crossover intersections. 11 The U.S. National Highway Traffic Safety Administration and Environmental Protection Agency SAFE (Safer Affordable Fuel -Efficient) Vehicles Rule Part One, revoking California's authority to set its own greenhouse gas emissions standards, was published on September 27, 2019 and effective November 26, 2019. The SAFE Vehicles Rule Part Two became effective June 30, 2020. It amended existing Corporate Average Fuel Economy (CAFE) and tailpipe carbon dioxide emissions standards for passenger cars and light trucks and established new standards covering model years 2021 through 2026. The rule retains the model year 2020 standards for both programs through model year 2026. CARB has provided adjustment factors for greenhouse gas emissions based on the SAFE Rule, and modeling these estimates with EMFAC2017 or CT-EMFAC2017 remains the most precise means of estimating future greenhouse gas emissions.
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Table 3.4-3: Summary of Construction Emissions under Build Alternative 3 Year
CO2
CH4
N2O
CO2e
Year 1
1,622
<1
<1
1,643
Year 2
1,071
<1
<1
1,085
Total
2,693
1 <1
2,728
Note: CH4 = methane; CO2 = carbon dioxide; CO2e = CO2 equivalent; N2O = nitrous oxide.
Table 3.4-4: Summary of Construction Emissions under Build Alternative 4 Year
CO2
CH4
N2O
CO2e
Year 1
1,557
<1
<1
1,575
Year 2
1,075
<1
<1
1,089
Total
2,632
1 <1
2,664
Note: CH4 = methane; CO2 = carbon dioxide; CO2e = CO2 equivalent; N2O = nitrous oxide.
All construction contracts include Caltrans Standard Specifications Section 7-
1.02A and 7 1.02C, Emissions Reduction, which require contractors to comply with all laws applicable to the project and to certify they are aware of and will comply with all CARB emission reduction regulations; and Section 14-9.02, Air Pollution Control, which requires contractors to comply with all air pollution control rules, regulations, ordinances, and statutes. Certain common regulations, such as equipment idling restrictions, that reduce short-term construction vehicle emissions also help reduce GHG emissions.
CEQA Conclusion
The proposed project is identified in SCAG's 2020-2045 RTP/SCS, and the Build Alternatives directly support the 2020-2045 RTP/SCS mobility and accessibility performance outcome by reducing vehicle delay and congestion.
This strategy contributes to overall GHG reduction efforts for mobile sources within the SCAG region.
Pedestrian facilities, associated mobility, and connectivity within the project area are limited. Sidewalks are located at the I-10/Cherry Boulevard overcrossing, and along Roberts Road. There are currently no designated bicycle lanes or facilities within the study area. Project implementation would improve pedestrian and bicycle movement within the area by replacing existing facilities and includes additional pedestrian and bicycle facilities to enhance mobility. Under Build Alternative 3, sidewalks would be provided on each side of Cherry Valley Boulevard, excluding the overcrossing structures.
An eight -foot sidewalk would be provided on the eastbound structure to serve both directions of pedestrian travel. Crosswalks would be provided and would connect to the eastbound structure's sidewalk to the sidewalk on both sides of Cherry Valley Boulevard. Right turn pockets would be provided approaching the westbound on -ramp and eastbound on -ramp. These right turn pockets would include a four -foot bicycle buffer and bypass the Cherry Valley Boulevard crossovers. Under Build Alternative 4, Cherry Valley Boulevard Interstate 10/Cherry Valley Boulevard Interchange Project • 524 701
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would be widened to two lanes in each direction with sidewalk in the eastbound direction. The I-10/Cherry Valley Boulevard overcrossing would be reconstructed to include a ten -foot sidewalk. A six-foot bicycle buffer would be provided on all proposed right turn pockets within the project limits. The Build Alternatives would result in permanent beneficial impacts to bicycle and pedestrian movement within the study area, as it would provide non - motorized facilities in areas where limited facilities exist.
As discussed in Chapter 2.2.8, Energy, the project would not result in the inefficient, wasteful, or unnecessary consumption of energy during construction or operations. Construction design features would help conserve energy and minimize GHG emissions. For example, recycled materials, including removed asphalt concrete pavement and cement concrete pavement, would be used where feasible. If new materials must be used, a fly ash mix may be considered to lower the heat island effect,12 depending on what is allowable under Caltrans specifications. Operational energy consumption would be consistent with federal, regional, and local plans and policies and would not substantially contribute to direct or indirect energy use within the region.
Although operations at the interchange and adjacent roadways would improve, GHG emissions would increase compared to existing conditions due to planned growth in the project vicinity. Although the project would not reduce GHG emissions compared to existing conditions, the regional and local GHG reduction policies and strategies presented in Table 3.4-1 and project -level GHG reduction strategies provided below (CC -1 through CC -8 and GHG-1 through GHG-8) would reduce GHG emissions to a less than significant level. Moreover, vehicular emission rates, including GHGs, are anticipated to lessen in future years because of continuing improvements in engine technology and the retirement of older, higher -emitting vehicles.
Accordingly, the impact would be less than significant with mitigation incorporated.
Caltrans is firmly committed to implementing measures to help reduce GHG emissions. These measures are outlined in the following section.
3.4.4 Greenhouse Gas Reduction Strategies
Statewide Efforts
Major sectors of the California economy, including transportation, will need to reduce emissions to meet the 2030 and 2050 GHG emissions targets. Former Governor Edmund G. Brown promoted GHG reduction goals that involved (1) reducing today's petroleum use in cars and trucks by up to 50 percent; (2) increasing from one-third to 50 percent our electricity derived from renewable 12 The heat island effect occurs when the sun heats dry, exposed urban surfaces, such as roofs and pavement, to temperatures 50 to 90 degrees Fahrenheit (°F) hotter than the air.
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sources; (3) doubling the energy efficiency savings achieved at existing buildings and making heating fuels cleaner; (4) reducing the release of methane, black carbon, and other short-lived climate pollutants; (5) managing farms and rangelands, forests, and wetlands so they can store carbon; and (6) periodically updating the state's climate adaptation strategy, Safeguarding California.
Figure 3.4-5: California Climate Strategy
CALIFORNIA CLIMATE STRATEGY
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Reducing Greenhouse Gas Emissions
to 40% Below 1990 Levels by 2030
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The transportation sector is integral to the people and economy of California.
To achieve GHG emission reduction goals, it is vital that the state build on past successes in reducing criteria and toxic air pollutants from transportation and goods movement. GHG emission reductions will come from cleaner vehicle technologies, lower -carbon fuels, and reduction of vehicle miles traveled (VMT). A key state goal for reducing greenhouse gas emissions is to reduce today's petroleum use in cars and trucks by up to 40 percent by 2030 (California Environmental Protection Agency 2015).
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In addition, SB 1386 (Wolk 2016) established as state policy the protection and management of natural and working lands and requires state agencies to consider that policy in their own decision making. Trees and vegetation on forests, rangelands, farms, and wetlands remove carbon dioxide from the atmosphere through biological processes and sequester the carbon in above - and below -ground matter.
Subsequently, Governor Gavin Newsom issued Executive Order N-82-20 to combat the crises in climate change and biodiversity. It includes instruction to state agencies to use existing authorities and resources to identify and implement near- and long-term actions to accelerate natural removal of carbon and build climate resilience in our forests, wetlands, urban greenspaces, agricultural soils, and land conservation activities in ways that serve all communities and in particular low-income, disadvantaged and vulnerable communities. Each agency is to develop a Natural and Working Lands Climate Smart Strategy that serves as a framework to advance the State's carbon neutrality goal and build climate resilience.
Caltrans Activities
Caltrans continues to be involved on the Governor's Climate Action Team as the CARB works to implement EOs S-3-05 and S-01-07 and help achieve the targets set forth in AB 32. EO B-30-15, issued in April 2015, and SB 32 (2016), set an interim target to cut GHG emissions to 40 percent below 1990 levels by 2030. The following major initiatives are underway at Caltrans to help meet these targets.
California Transportation Plan
The California Transportation Plan (CTP) is a statewide, long-range transportation plan to meet our future mobility needs and reduce GHG emissions. It serves as an umbrella document for all the other statewide transportation planning documents. The CTP 2050 presents a vision of a safe, resilient, and universally accessible transportation system that supports vibrant communities, advances racial and economic justice, and improves public and environmental health. The plan's climate goal is to achieve statewide GHG emissions reduction targets and increase resilience to climate change. It demonstrates how GHG emissions from the transportation sector can be reduced through advancements in clean fuel technologies; continued shifts toward active travel, transit, and shared mobility; more efficient land use and development practices; and continued shifts to telework (Caltrans 2021).
SB 391 (Liu 2009) requires the CTP to meet California's climate change goals under AB 32. Accordingly, the CTP 2040 identifies the statewide transportation system needed to achieve maximum feasible GHG emission reductions while meeting the state's transportation needs. While MPOs have primary responsibility for identifying land use patterns to help reduce GHG emissions, CTP 2040 identifies additional strategies in Pricing, Transportation Alternatives, Mode Shift, and Operational Efficiency.
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Caltrans Strategic Management Plan
• The Caltrans Strategic Management Plan 2020-24 includes goals of stewardship, climate action, and equity. Climate action strategies include developing and implementing a Caltrans Climate Action Plan; a robust program of climate action education, training, and outreach; partnership and collaboration; a VMT monitoring and reduction program; and engaging with the most vulnerable communities in developing and implementing Caltrans climate action activities.
Funding and Technical Assistance Programs
In addition to developing plans and performance targets to reduce GHG emissions, Caltrans also administers several sustainable transportation planning grants. These grants encourage local and regional multimodal transportation, housing, and land use planning that furthers the region's RTP/SCS; contribute to the State's GHG reduction targets and advance transportation -related GHG emission reduction project types/strategies; and support other climate adaptation goals (e.g., Safeguarding California).
Caltrans Policy Directives and Other Initiatives
Caltrans Director's Policy 30 (DP -30) Climate Change (June 22, 2012) established a Department policy to ensure coordinated efforts to incorporate climate change into Departmental decisions and activities. Caltrans Activities to Address Climate Change (April 2013) provides a comprehensive overview of Caltrans' statewide activities to reduce GHG emissions resulting from agency operations.
Project -Level Greenhouse Gas Reduction Strategies
The following measures will also be implemented in the project to reduce GHG emissions and potential climate change impacts from the project.
CC -1
CC -2
CC -3
CC -4
The project will incorporate facilities to promote mobility for pedestrians and bicyclists, including sidewalks, crosswalks, and bicycle buffers.
A Transportation Management Plan (TMP) will be prepared during the final design phase to minimize traffic delays and idling during construction.
The project will incorporate the use of energy -efficient lighting, such as LED traffic signals, to help reduce the project's CO2 emissions.
The project will incorporate complete streets components, specifically pedestrian sidewalks and turn -lane bicycle buffers along Cherry Valley Boulevard.
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CC -5
The project will implement landscaping as determined during final design in coordination with the Calimesa and the Caltrans District Landscape Architect. This landscaping will include energy- and water -efficient irrigation systems and native plants as appropriate, to conserve energy and help offset any potential CO2 emissions increase.
CC -6 The project will recycle construction debris as practicable.
CC -7 Tree removals required for project implementation will be subject to tree removal permit(s) associated requirements for replacement consistent with the City of Calimesa Zoning Code, Chapters 18.70 and 18.80.
CC -8 Idling is limited to five minutes for delivery and dump trucks and other diesel -powered equipment (with some exceptions).
GHG-1 According to the Caltrans' Standard Specifications, the contractor must comply with all local Air Pollution Control District's (APCD) rules, ordinances, and regulations for air quality restrictions. This includes CARB's anti -idling rule (Section 2489 of the California Code of Regulations) and South Coast Air Quality Management District's (SCAQMD) Rule 2449 (In -Use Mobile Source Emission Reduction Programs).
GHG-2
GHG-3
According to the Caltrans Standard Specifications, idling time for lane closure during construction will be limited to 10 minutes in each direction. In addition, the contractor will comply with all SCAQMD rules, ordinances, and regulations regarding air quality restrictions.
The project will maintain equipment in proper tune and working condition. Construction equipment fleets will be in compliance with Best Available Control Technology requirements.
GHG-4 Bids will be solicited that include use of energy and fuel -efficient fleets in accordance with current practices.
GHG-5 The project will use cement blended with the maximum feasible amount of fly ash or other materials that reduce GHG emissions from cement production.
GHG-6
The project will incorporate design measures to reduce GHG emissions from solid waste management through solid waste reduction, recycling, and reuse.
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GHG-7
The project will utilize energy- and fuel -efficient vehicles and equipment that meet and exceed U.S. EPA/NHTSA/CARB
standards relating to fuel efficiency and emission reduction.
GHG-8 The project will use the minimum feasible amount of GHG- emitting construction materials.
3.4.5 Adaptation
Reducing GHG emissions is only one part of an approach to addressing climate change. Caltrans must plan for the effects of climate change on the state's transportation infrastructure and strengthen or protect the facilities from damage. Climate change is expected to produce increased variability in precipitation, rising temperatures, rising sea levels, variability in storm surges and their intensity, and in the frequency and intensity of wildfires. Flooding and erosion can damage or wash out roads; longer periods of intense heat can buckle pavement and railroad tracks; storm surges combined with a rising sea level can inundate highways. Wildfire can directly burn facilities and indirectly cause damage when rain falls on denuded slopes that landslide after a fire. Effects will vary by location and may, in the most extreme cases, require that a facility be relocated or redesigned. Accordingly, Caltrans must consider these types of climate stressors in how highways are planned, designed, built, operated, and maintained.
Federal Efforts
Under NEPA assignment, Caltrans is obligated to comply with all applicable federal environmental laws and FHWA NEPA regulations, policies, and guidance.
The U.S. Global Change Research Program (USGCRP) delivers a report to Congress and the president every 4 years, in accordance with the Global Change Research Act of 1990 (15 U.S.C. ch. 56A § 2921 et seq). The Fourth National Climate Assessment, published in 2018, presents the foundational science and the "human welfare, societal, and environmental elements of climate change and variability for 10 regions and 18 national topics, with particular attention paid to observed and projected risks, impacts, consideration of risk reduction, and implications under different mitigation pathways." Chapter 12, "Transportation," presents a key discussion of vulnerability assessments. It notes that "asset owners and operators have increasingly conducted more focused studies of particular assets that consider multiple climate hazards and scenarios in the context of asset - specific information, such as design lifetime" (USGCRP 2018).
The U.S. DOT Policy Statement on Climate Adaptation in June 2011 committed the federal Department of Transportation to "integrate Interstate 10/Cherry Valley Boulevard Interchange Project • 530 707
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consideration of climate change impacts and adaptation into the planning, operations, policies, and programs of DOT in order to ensure that taxpayer resources are invested wisely, and that transportation infrastructure, services and operations remain effective in current and future climate conditions" (U.S.
DOT 2011).
FHWA order 5520 (Transportation System Preparedness and Resilience to Climate Change and Extreme Weather Events, December 15, 2014) established FHWA policy to strive to identify the risks of climate change and extreme weather events to current and planned transportation systems.
FHWA has developed guidance and tools for transportation planning that foster resilience to climate effects and sustainability at the federal, state, and local levels (FHWA 2019).
State Efforts
Climate change adaptation for transportation infrastructure involves long-term planning and risk management to address vulnerabilities in the transportation system. California's Fourth Climate Change Assessment (2018) is the state's effort to "translate the state of climate science into useful information for action" in a variety of sectors at both statewide and local scales. It adopts the following key terms used widely in climate change analysis and policy documents:
• Adaptation to climate change refers to adjustment in natural or human systems in response to actual or expected climatic stimuli or their effects, which moderates harm or exploits beneficial opportunities. • Adaptive capacity is the "combination of the strengths, attributes, and resources available to an individual, community, society, or organization that can be used to prepare for and undertake actions to reduce adverse impacts, moderate harm, or exploit beneficial opportunities." • Exposure is the presence of people, infrastructure, natural systems, and economic, cultural, and social resources in areas that are subject to harm. • Resilience is the "capacity of any entity — an individual, a community, an organization, or a natural system — to prepare for disruptions, to recover from shocks and stresses, and to adapt and grow from a disruptive experience". Adaptation actions contribute to increasing resilience, which is a desired outcome or state of being.
• Sensitivity is the level to which a species, natural system, or community, government, etc., would be affected by changing climate conditions. • Vulnerability is the "susceptibility to harm from exposure to stresses associated with environmental and social change and from the absence of capacity to adapt." Vulnerability can increase because of physical (built and environmental), social, political, and/or economic factor(s). These factors include, but are not limited to: ethnicity, class, sexual orientation and identification, national origin, and income inequality. Vulnerability is often Interstate 10/Cherry Valley Boulevard Interchange Project • 531 708
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defined as the combination of sensitivity and adaptive capacity as affected by the level of exposure to changing climate.
Several key state policies have guided climate change adaptation efforts to date. Recent state publications produced in response to these policies draw on these definitions.
EO S-13-08, issued by then -governor Arnold Schwarzenegger in November 2008, focused on sea -level rise and resulted in the California Climate Adaptation Strategy (2009), updated in 2014 as Safeguarding California:
Reducing Climate Risk (Safeguarding California Plan). The Safeguarding California Plan offers policy principles and recommendations and continues to be revised and augmented with sector -specific adaptation strategies, ongoing actions, and next steps for agencies.
EO S-13-08 also led to the publication of a series of sea -level rise assessment reports and associated guidance and policies. These reports formed the foundation of an interim State of California Sea -Level Rise Interim Guidance Document (SLR Guidance) in 2010, with instructions for how state agencies could incorporate "sea -level rise (SLR) projections into planning and decision making for projects in California" in a consistent way across agencies. The guidance was revised and augmented in 2013. Rising Seas in California — An Update on Sea -Level Rise Science was published in 2017 and its updated projections of sea -level rise and new understanding of processes and potential impacts in California were incorporated into the State of California Sea -Level Rise Guidance Update in 2018.
EO B-30-15, signed in April 2015, requires state agencies to factor climate change into all planning and investment decisions. This EO recognizes that effects of climate change other than sea -level rise also threaten California's infrastructure. At the direction of EO B-30-15, the Office of Planning and Research published Planning and Investing for a Resilient California: A Guidebook for State Agencies in 2017, to encourage a uniform and systematic approach. Representatives of Caltrans participated in the multi - agency, multidisciplinary technical advisory group that developed this guidance on how to integrate climate change into planning and investment.
AB 2800 (Quirk 2016) created the multidisciplinary Climate -Safe Infrastructure Working Group, which in 2018 released its report, Paying it Forward: The Path Toward Climate -Safe Infrastructure in California. The report provides guidance to agencies on how to address the challenges of assessing risk in the face of inherent uncertainties still posed by the best available science on climate change. It also examines how state agencies can use infrastructure planning, design, and implementation processes to address the observed and anticipated climate change impacts.
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Caltrans Adaptation Efforts
Caltrans Vulnerability Assessments
Caltrans is conducting climate change vulnerability assessments to identify segments of the State Highway System vulnerable to climate change effects including precipitation, temperature, wildfire, storm surge, and sea -level rise.
The approach to the vulnerability assessments was tailored to the practices of a transportation agency, and involves the following concepts and actions:
• Exposure — Identify Caltrans assets exposed to damage or reduced service life from expected future conditions.
• Consequence — Determine what might occur to system assets in terms of loss of use or costs of repair.
• Prioritization — Develop a method for making capital programming decisions to address identified risks, including considerations of system use and/or timing of expected exposure.
The climate change data in the assessments were developed in coordination with climate change scientists and experts at federal, state, and regional organizations at the forefront of climate science. The findings of the vulnerability assessments will guide analysis of at -risk assets and development of adaptation plans to reduce the likelihood of damage to the State Highway System, allowing Caltrans to both reduce the costs of storm damage and to provide and maintain transportation that meets the needs of all Californians.
Project Adaptation Analysis
Sea Level Rise
The proposed project is outside the coastal zone and not in an area subject to sea -level rise. Accordingly, direct impacts to transportation facilities due to projected sea -level rise are not expected.
Floodplains and Precipitation
The project site is located in a FEMA-designated Zone X area. Zone X areas are determined to be outside the 0.2 percent annual chance floodplain. As described in Section 2.2.1, Hydrology and Floodplain, El Casco Creek is the primary drainage feature within the project area, consisting of an unlined natural waterway upstream of Cherry Valley Boulevard. It traverses Cherry Valley Boulevard east of the I-10/Cherry Valley Boulevard overcrossing via an existing 10 -foot by 9 -foot reinforced concrete box (RCB). This RCB then outlets to an existing concrete lined trapezoidal channel, where El Casco Creek continues to flow northwesterly between the 1-10 westbound on -ramp and Calimesa Boulevard. It ultimately reaches a confluence with San Timoteo Creek approximately 3 miles west of the project site. The LHS determined that the implementation of Build Alternatives 3 and 4 would not result in a localized rise in the water surface elevation at El Casco Creek. However, the Build Alternatives would result in minor increases in off -site stormwater runoff tributary to El Casco Creek. The LHS found that the existing tributary to El Interstate 10/Cherry Valley Boulevard Interchange Project • 533 710
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Casco Creek (a concrete trapezoidal channel) would be insufficient to convey the 100 -year peak runoff upon implementation of Build Alternatives 3 and 4.
The existing channel has a depth of 4 feet, while the calculated maximum flow depth is approximately 6 feet (particularly at the confluence with the double 8 -foot by 5 -foot RCB crossing Calimesa Boulevard). In order to provide additional capacity and freeboard, the Build Alternatives would increase the depth of the existing channel by from 1 to 3.5 feet by extending the tops of the channel side slopes in kind while maintaining the invert of the channel (see Section 2.2.1 for details). Water surface elevation would remain the same because the invert would not change.
The Caltrans Climate Change Vulnerability Assessment for District 8 (Caltrans 2019) assesses and maps changes in the 100 -year storm precipitation depth in the district. At the project location, 100 -year storm depth is anticipated to increase by less than 5% through 2085 under the RCP 8.5 (business as usual) climate change scenario. The project is not located in a 100 -year floodplain or an inundation area. Because the sides of the concrete - lined channels would be raised if either project alternative is implemented, the channel would be adequate to convey current and potentially greater future 100 -year storm runoff. Accordingly, the project would be adapted and resilient to future increases in 100 -year storm precipitation.
Wildfire
According to California Department of Forestry and Fire Protection (2009) a small portion of the project site falls within a very high fire hazard severity zone in a Local Responsibility Area. The Caltrans District 8 Climate Change Vulnerability Assessment digital mapping tool shows that the project limits would be considered exposed roadway in an area of moderate wildfire concern through 2055, increasing to high wildfire concern by 2085 under the RCP 8.5 (business as usual) climate change scenario. This is consistent with a projected increase in maximum 7 -day average temperature of as much as
10.3 degrees Fahrenheit (F) under the same scenario. Increasing temperature and changing precipitation patterns result in changes to land cover that make it more prone to ignition. Human infrastructure introduces elements such as electrical infrastructure that further increase fire potential (Caltrans 2019).
The project is proposed to address planned development in the area, which would introduce new human factors that could cause fire. However, it would improve the existing interchange without introducing new roadways or other structures vulnerable to fire. Construction will adhere to Chapter 33 of the California Fire Code, Fire Safety During Construction and Demolition, which includes safety provisions and precautions to minimize the potential for fires.
All construction contracts include Caltrans 2018 revised Standard Specification 7-1.02M(2) mandating fire prevention procedures, including a fire prevention plan, to avoid accidental fire starts during construction.
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During project operation, local fire protection services will serve the project site, and firefighting capacity is likely to increase as the area develops.13 Pavement design includes a temperature assessment in determining materials, and pavement is generally replaced after about 20 years. Maximum 7 -day average temperatures are projected to increase up to 6.4 degrees F by 2055; pavement materials will be selected appropriately. Drainage features would include new or reconstructed culverts that would meet Caltrans Specifications 61-6.02. Landscaping would involve installment of fire -tolerant plant species within the roadway right-of-way and would share similar (or lesser) water requirements. Landscaping concepts and plant palette would be developed in coordination with and approved by the Caltrans District Landscape Architect. Accordingly, the proposed project would not exacerbate wildfire risk, and the project would not be more vulnerable to wildfire and extreme heat than it is under existing conditions.
13 Southern California Association of Governments. Connect SoCal Program Environmental Impact Report. May 2020.
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Barth, Matthew and Kanok Boriboonsomsin. 2010. Real -World Carbon Dioxide Impacts of Traffic Congestion. Berkeley, CA: University of California Transportation Center. UCTC-FR-2010-11. Available:
https://www.researchgate.net/publication/46438207 .
California Air Resources Board (ARB). 2008. Climate Change Scoping Plan Appendices. Volume II: Analysis and Documentation. Appendix I, p. I-
19. December. Available:
https://ww3.arb.ca.gov/cc/scopingplan/document/scopingplandocumen t.htm. Accessed: October 31, 2019.
California Air Resources Board (ARB). 2019. SB 375 Regional Plan Climate Targets. https://ww2.arb.ca.gov/our-work/programs/sustainable- communities-program/regional-plan-targets. Accessed: August 21, 2019.
California Air Resources Board (ARB). 2020. California Greenhouse Gas Emissions Inventory -2020 Edition.
https://ww3.arb.ca.gov/cc/inventory/data/data.htm . Accessed:
November 18, 2020.
California Air Resources Board (ARB). 2020. California Greenhouse Gas Emission Inventory Graphs. https://ww2.arb.ca.gov/qhg-inventory- graphs. Accessed: July 2, 2020.
California Department of Transportation. 2019. Caltrans Climate Change Vulnerability Assessments. District 8 Technical Report. June. Prepared by WSP. https://dot.ca.gov/programs/transportation-planning/2019- climate-change-vulnerability-assessments.
California Department of Transportation. 2021. California Transportation Plan 2050. February. https://dot.ca.gov/programs/transportation- planning/state-planning/california-transportation-plan. Accessed:
March 3, 2021.
California Environmental Protection Agency. 2015. California Climate Strategy. https://calepa.ca.gov/wp-
content/uploads/sites/6/2016/10/Climate-Documents-2015yr- CAStrategy.pdf. Accessed: April 28, 2021.
Federal Highway Administration (FHWA). 2019. Sustainability. https://www.fhwa.dot.gov/environment/sustainability/resilience/ . Last updated February 7, 2019. Accessed: August 21, 2019.
Federal Highway Administration (FHWA). No date. Sustainable Highways Initiative. https://www.sustainablehighways.dot.gov/overview.aspx .
Accessed: August 21, 2019.
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State of California. 2018. California's Fourth Climate Change Assessment. http://www.climateassessment.ca.gov/ . Accessed: August 21, 2019.
Southern California Association of Governments. Connect SoCal Program Environmental Impact Report. May 2020.
U.S. Department of Transportation (U.S. DOT). 2011. Policy Statement on Climate Change Adaptation. June.
https://www.fhwa.dot.gov/environment/sustainability/resilience/policy a nd guidance/usdot.cfm. Accessed: August 21, 2019.
U.S. Department of Transportation (U.S. DOT). 2018. National Highway Traffic Safety Administration Corporate Average Fuel Economy. https://www.nhtsa.gov/laws-requlations/corporate-average-fuel- economy. Accessed: August 21, 2019.
U.S. Environmental Protection Agency (U.S. EPA). 2009. Endangerment and Cause or Contribute Findings for Greenhouse Gases under the Section 202(a) of the Clean Air Act.
https://www.epa.gov/ghgemissions/endangerment-and-cause-or- contribute-findings-greenhouse-gases-under-section-202a-clean.
Accessed: August 21, 2019.
U.S. Environmental Protection Agency. 2021a. Fast Facts 1990-2019. EPA 430-F-21-011. April. https://www.epa.gov/sites/production/files/2021- 04/documents/fastfacts-1990-2019.pdf.pdf. Accessed: April 28, 2021.
U.S. Environmental Protection Agency. 2021c. Sources of Greenhouse Gas Emissions. https://www.epa.gov/ghgemissions/sources-greenhouse- gas-emissions. Accessed: May 5, 2021.
U.S. Global Change Research Program (USGCRP). 2018. Fourth National Climate Assessment. https://nca2018.globalchange.gov/ . Accessed:
August 21, 2019.
Western Riverside Council of Governments. 2014. Subregional Climate Action Plan. September.
https://wrcoq.us/DocumentCenter/View/188/Subregional-Climate- Action-Plan-CAP-PDF?bidld=. Accessed: May 5, 2021.
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Chapter 4 Comments and Coordination
Early and continuing coordination with the general public and public agencies is an essential part of the environmental process. It helps planners determine the necessary scope of environmental documentation and the level of analysis required, and identifies potential impacts and avoidance, minimization, and/or mitigation measures and related environmental requirements. Agency and tribal consultation and public participation for this project have been accomplished through a variety of formal and informal methods, including Project Development Team (PDT) meetings and interagency coordination, outreach, and consultation. This chapter summarizes the results of Caltrans' efforts to identify, address, and resolve project -related issues through early and continuing coordination.
Consultation and Coordination
Meetings and/or consultations with the resource agencies and interested parties listed below have occurred in conjunction with development of the project.
Native American Coordination
As part of the cultural investigation, a record search was conducted with the Eastern Information Center (EIC) of the California Historical Resources Information System (CHRIS) located at University of California, Riverside.
Additional specialized listings for cultural resources were also consulted. The Native American Heritage Commission (NAHC) was contacted on March 6, 2019 and letters were sent to Native American tribes consistent with Assembly Bill 52 (AB52) on April 25, 2019. Two tribal responses were received by Caltrans. The consultation with the NAHC and Native American representatives is summarized in Table 4.1-1, Summary of Native American Consultation.
Table 4.1-1 Summary of Native American Consultation
Date of
Agency
First
Contact
Date of
Point of
Consultation Topic
(Formal
Reply
Contact(s)
Letter)
Native
March 6,
March 13,
Mr. Steven
March 6, 2019: A sacred land files and
American
Heritage
2019
2019
Quinn,
Associate
Native American Contacts List Request
was requested by Applied Earthworks.
Commission
Governmental
March 13, 2019: The Native American
Program
Analyst
Heritage Commission responded that there
are no sacred lands within the Area of
Potential Effects (APE). However, the area
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Agency
Date of
First
Contact
(Formal
Letter)
Date of
Reply
Point of
Contact(s)
Consultation Topic
is sensitive for cultural resources. A list of
Native American Contacts was provided.
San Manuel
Band of Mission
Indians
April 25,
2019
May 30,
2019
Ms. Lee
Clauss,
Director of
Cultural
Resources
April 25, 2019: A letter was sent via
certified mail to the listed contact for the
San Manuel Band of Mission Indians that
provided a preliminary project description
and location and discussed upcoming
cultural resources studies of the project
area.
May 30,2019: An email from Ms. Lee
Clauss responded to the April 25 letter,
noting the project exists within Serrano
ancestral territory. As such, the project is
of interest to San Manuel Band of Mission
Indians. Ms. Lee Clauss requested a copy
of the Phase I archaeological investigation
report, as well as the nature and exact
location of where the construction activities
would occur.
March 15, 2021: A copy of the combined
Historic Property Survey Report (HPSR),
Archaeological Survey Report (ASR), and
Historical Resources Evaluation Report
(HRER) was transmitted to the Tribe.
March 17, 2021: An email from the Tribe
confirmed receipt of the cultural report and
stated that the Tribe does not have any
concerns with project implementation, as
planned, at this time. However, the Tribe
requested inclusion of provisions for
unanticipated discoveries. The Tribe's
request is covered within the
Environmental Commitments Record
(Appendix E)
Morongo Band
of Mission
Indians
April 25,
2019
May 2,
2019
Mr. Travis
Armstrong,
Tribal Historic
Preservation
Officer
(former)
Ms. Ann
Brierty, Tribal
Historic
Preservation
Officer
(current)
April 25,2019: A letter was sent via
certified mail to the listed contact for the
Morongo Band of Mission Indians that
provided a preliminary project description
and location and discussed upcoming
cultural resources studies of the project
area.
May 2, 2019: An email from Travis
Armstrong of the Morongo Band of Mission
Indians stated the following: preliminary
review provided by a representative of the
Morongo Band of Mission Indians did not
find tribal cultural resources in the project
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Agency
Date of
First
Contact
(Formal
Letter)
Date of
Reply
Point of
Contact(s)
Consultation Topic
footprint. However, the tribal
representative noted that the general area
is of concern.
March 15, 2021: A copy of the combined
HPSR, ASR, and HRER was transmitted
to the Tribe.
March 26, 2021: An email from Ann Brierty
of the Morongo Band of Mission Indians
confirmed receipt of the cultural report and
stated that the Tribe would review the
HPSR packet and provide comments. No
comments have been received to date.
Soboba Band
of Luiseno
Indians
April 25,
2019
N/A
Mr. Joseph
Ontiveros,
Tribal Historic
Preservation
Officer
April 25, 2019: A letter was sent via
certified mail to the listed contact for the
Soboba Band of Luiseno Indians that
provided a preliminary project description
and location and discussed upcoming
cultural resources studies of the project
area.
July 22, 2019: An email from Joseph
Ontiveros of the Soboba Band of Luiseno
Indians stated the Tribe has specific
information regarding the project area. The
Tribe requested a copy of the record
search, the radius map of previously
identified resources and studies, and
archaeological records.
March 15, 2021: A copy of the combined
HPSR, ASR, and HRER was transmitted
to the Tribe.
April 2, 2021: Follow up communication
was sent via email. No response has been
received to date.
Caltrans consulted with the California Office of Historic Preservation (OHP) and State Historic Preservation Officer (SHPO) for concurrence regarding the Historic Property Survey Report (HPSR) prepared for the proposed project.
On May 5, 2021, the HPSR was provided to SHPO for review and on June 16, 2021, SHPO provided concurrence. See correspondence letters, below.
Local Historical Society/Historic Preservation Group
On June 11, 2020, the San Gorgonio Pass Historical Society and the Yucaipa Valley Historical Society were mailed a letter, prepared by Applied Earthworks, regarding the Historical Resource Evaluation Report (HRER) for the project. The letter requested identification of potentially significant historic Interstate 10/Cherry Valley Boulevard Interchange Project • 540 717
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resources within the project vicinity and known historical sources of a sensitive nature within the project area be provided. A follow-up letter was sent to each historical society on July 1, 2020. Neither historical society responded with knowledge of any known historical resources within the project vicinity. Refer to correspondence letter, below.
U.S. Fish and Wildlife Service
On October 27,2020, an official U.S Fish and Wildlife Service (USFWS) List of Proposed, Threatened and Endangered Species, and Critical Habitats was obtained through the USFWS Information System. Refer to the species list, below.
Air Quality
Pursuant to the interagency consultation requirement of 40 Code of Federal Regulations 93.105 (c)(1)(i), a particulate matter (PM) hot -spot conformity analysis for the project (Project ID RIV060116) was presented to the Southern California Association of Governments (SCAG) Transportation Conformity Working Group (TCWG) for consideration at its meeting on April 28, 2020. The TCWG determined that the project is not a project of air quality concern (POAQC). Refer to the TCWG determination, below.
Agricultural Resources
As part of the analysis for potential impacts related to agricultural resources and per the Farmland Protection Policy Act (FPPA), a Farmland Conversion Impact Rating Form (Form AD -1006) was prepared and submitted to Peter Fahnestock of the U.S Department of Agriculture (USDA) Natural Resource Conservation Service (NRCS) for review on December 16, 2020. NRCS responded with the finalized AD -1006 on December 22, 2020 and provided farmland soil units on January 28, 2021. Refer to Appendix G, Farmland Conversion Impact Rating Form.
Parks and Recreational Facilities
As part of the analysis for potential impacts related to Section 4(f) resources, the City of Calimesa was contacted via email on July 19, 2019 to confirm existing and planned recreational facilities within a 0.5 -mile radius of the project site. The City of Calimesa responded via email on August 7, 2019.
Refer to Appendix A, Resources Evaluated Relative to the Requirements of Section 4(f): No -Use Determination for further information regarding Section 4(f) resources.
Interstate 10/Cherry Valley Boulevard Interchange Project • 541 718
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Item 9.
City of Calimesa - Identification of Locally Preferred Alternative A regular meeting of the City Council of the City of Calimesa was held in the Council Chamber at 6:00 PM on September 8, 2020. Under Item No. 11 of the City Council agenda, a recommendation to select a locally preferred alternative (Build Alternative 3 or Build Alternative 4) was considered and Build Alternative 4 was selected as the locally preferred alternative by the City Council. Refer to the September 8, 2020, City Council meeting minutes, below.
Agency Coordination Documentation
Correspondence obtained from agencies in response to the Department's request for information and input/concurrence related to the proposed 1- 10/Cherry Valley Boulevard Interchange Project is included on the pages that follow.
Interstate 10/Cherry Valley Boulevard Interchange Project • 542 719
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Native American Heritage Commission Correspondence
Interstate 10/Cherry Valley Boulevard Interchange Project • 543 720
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Ashimine, Alan
From: Tribal Historic Preservation Office ethpo©morongo-nsn.gov> Sent: Thursday, May 2, 2019 4:03 PM
To: Jones, GaryA©DOT
Subject: Section 106 - EA OG 170
Hello Gary,
Thank you for your April 25, 20190 letter regardirg the I-10/Cherry Valley Blvd. Interchange Project.
A preliminary review of our materials did not immediately find tribal cultural resourcesin the project footprint, although that general area is of concern. Wewould ads to receive copies of any cultural resources reports prepared for this project and continue consultation once those reportsare available.
Sincerely,
Trav i s A rrn st ro ng
Tribal Historic Preservation Officer
Morongo Band of Mission Indians
951-755-5259
Email: thpo @rnorongo -nsn.gov
Interstate 10/Cherry Valley Boulevard Interchange Project • 544 721
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From. Td1al Hietorir Fieserrabon Of ben
To: hnnc ry AifilDOT
Subject: Section 105 - FA aG170
Date: Thursday, May 2, 2019 4:02:59 PM
Attachments: irrageGOLiw
Hello Gary,
Thank you for your April 25, 20190 letter regarding the T-IO/Cherry Valley Blvd. Interchange Project.
A preliminary review of our materials did not immediately find tribal cultural resources in the project footprint, although that general area is of concern. We would ask to receive copies of any cultural resources reports prepared for this project and continue consultation once those reports are available_
5incereiy.
Travis Armstrong
Tribal Historic Preservation Officer
Morongo Band of Mission Indians
951-755-5259
Email: [email protected]
Kvtorongn
Interstate 10/Cherry Valley Boulevard Interchange Project • 545 722
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cAufoittIA.5.1 11: 1RAHSIl.)FFAru]NA4@h't'S ni,o.Y L. rJr«7krH
DEPARTMENT OF TRANSPORTATION
MSTRICT8
ENVIRONMENTAL PLANNING (MS 825)
464 W. FOURTH STilE11, r''r FL.(IDR
SAN aFRNARDINO,CA 9i40i-1400
PHONE_ (Y(P+1383.4042
FAX OM 383-6541
7TY (909) 383-6300
April 25, 2019
Lee Clauss
Director of Cultural Resources
San Manuel Band of Mission Indians
26569 Community Center Drive
Highland, CA 92346
Dear Ms. Clauss,
hrnkn e:ur narirw n
znfllorouri Wrw U f lrr.'
Interstate-101Cherry Valley
Boulevard Interchange
Improvement Project
EA 00170
Subject: Initial Section 106 and AB52 Native American Cansultatian far the I.10 1 Cherry Valley Boulevard Interchange Improvement Project
The California Department of Transportation (Caltrans) as assigned by the Federal Highway Administration (Fl-IWA) and in cooperation with City of Calimesa (City), and the County of Riverside (County), proposes to upgrade and reconfigure Cherry Valley Boulevard at interstate - 10 (l-10) in an effort to improve traffic flow. The 1-10/Cherry Valley Boulevard Interchange Improvement Project (Project) limits and immediately surrounding area is depicted on the attached portions of the U.S. Geological Survey 7.5 -minute topographic maps El Casco, California Quad (T2S, R1W and 2W, Section 30 and Tract between she San Jacinto and San Gorgonio Land Grant).
Please consider this letter and preliminary project information as the initiation of Section 106 consultation pursuant to the National Historic Preservation Act and formal notification of a proposed project as required under the California Environmental Quality Act, specifically Public Resources Code 21180.3.1 and Chapter 532 Statutes of 2014 (i.e. Afl 52). Please respond within 3(1 days, pursuant to PRC 21080.3.1(d) if you would like to consult an this Project. Please provide a designated lead contact person if you have not provided that information to us already.
Cal trans requested that a Sacred Lands File (SLF) Search be performed by the Native American Heritage Commission (NAHC). The results of the SLF search were negative for the immediate Project vicinity.
Additional studies for the Project shall include cultural resource invesligalions and consultation with interested parties. On behalf of the City and County, Caitrans is interested in receiving input from your community regarding any concerns related to the proposed Project. If you know of any cultural resources that may he of religious or cultural significance to your community, or if you would like more information. please contact me al (909) 383-7505, or the above address, or my email at [email protected]. In return correspondence, please refer to this Project by the EA number, EA 0G170.
"Prvu¢de a safe. xgwiffinaate, integrated and efficient fmnxfrwfnffon eyef, m fu nnfrpxre t'oliforruu'ti rrrw espy end hr.& loft'" Interstate 10/Cherry Valley Boulevard Interchange Project • 546 723
Chapter 4 • Comments and Coordination
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April 25, 2019