Beaumont City Council
June 4, 2024

■ ■ Beaumont Pointe Specific Plan
■ D Environmental Impact Report

4.13 Noise
operation and would cause a short-term increase in ambient noise levels. The Project construction noise levels at nearby receiver locations are summarized in Table 4.13-7, Project Construction Noise Levels.

Table 4.13-7 Project Construction Noise Levels
Receiver Location'
Construction Noise Levels (dBA Leq)
Highest Construction Noise
Levels2
Threshold3
Threshold
Exceeded?4
R1

61.2 75
No
R2

62.2 75
No
R3

64.7 75
No
R4

68.7 75
No
R5
I 73.4
75 Yes
' Noise receiver locations are shown on Exhibit 10-A of Technical Appendix J. 2 Highest construction noise level calculations based on distance from the construction noise source activity to nearby receiver locations as shown on Table 10-2 of Technical Appendix J. 3 Acceptable exterior construction noise level thresholds based on the City of Beaumont 55 dBA Leq interior noise level limit and the 20 dBA noise reduction associated with typical building construction. 4 Do the estimated Project construction noise levels exceed the construction noise level threshold? Source: (Urban Crossroads, 2022e, Table 10-3)
Project -related construction activities are expected to occur on weekdays (and, potentially, on Saturdays) during the hours when the City's Municipal Code does not restrict construction noise. The City's Municipal Code Section 9.02.110.F.2 exempts construction activities from noise restrictions so long as construction activities occur between the hours of 6:00 a.m. to 6:00 p.m. (June through September) and 7:00 a.m. to 6:00 p.m. (October through May). In accordance with the City's Municipal Code Section 9.02.110.F.4, if the building official should determine that the public health and safety will not be impaired by the construction related noise, the building inspector may issue a permit for construction within the hours of 6:00 p.m. and 7:00 a.m., upon application being made at the time the permit for the work is awarded or during the progress of the work. The building official may place such conditions on the issuance of the permit that are appropriate to maintain the public health and safety, as determined by the building official.

Using the reference construction equipment noise levels and the CadnaA noise prediction model, calculations of the Project construction noise level impacts at the nearest sensitive receiver locations were completed. To assess the construction equipment noise levels, the Project construction noise analysis relies on the highest noise level impacts when the equipment with the highest reference noise level is operating at the closest point from the edge of primary construction activity (Project site boundary) to each receiver location. As shown on Table 4.13-7, the highest construction noise levels are expected to range from 61.2 to 73.4 dBA Leq at the nearest receiver locations.

Acceptable exterior construction noise level threshold is based on the City of Beaumont 55 dBA Leq interior noise level limit and the 20 dBA noise reduction associated with typical building construction.

As shown in Table 4.13-7, Project construction would not cause noise levels at receiver locations to Lead Agency: City of Beaumont SCH No. 2020099007

■ ■ Beaumont Pointe Specific Plan
■ D Environmental Impact Report 4.13 Noise
exceed 75 dBA Leq. Accordingly, Project construction would result in substantial noise -related health safety hazards and impacts would be less than significant.

In addition, rock blasting may be required to support Project construction, therefore, this analysis considers the potential blasting noise levels at the nearest noise sensitive receiver locations. The airblast levels from Project blasts are based on the ISEE's Blasters' Handbook equation for partially and substantially confined construction blasts, determined based on the anticipated depth of hard rock in each location. This analysis describes partially confined airblast levels since they are calculated using the Blasters' Handbook equation for general construction blasting activities. The blasting impacts described below represent the worst -case (closest) blast locations describing the potential impacts when measured from the edge of the nearest blast area to the nearest receiver location. When measured at greater distances, the blasts will result in lower airblast noise levels. Table 4.13-8, Project Blasting and Compliance Summary, shows the calculated airblast levels, which are expected to range from 88 to 111 dB. The Project airblast noise levels are shown to satisfy the 133 dB airblast threshold at the nearest noise sensitive residential receiver locations. Therefore, the Project -related airblast noise level impacts would be less than significant.

Table 4.13-8 Project Blasting and Compliance Summary
Receiver
Locations
Distance to
Construction
Activity
(Feet)
Airblast (dB)
Airblastz
(db)
Threshold3
Threshold
Exceeded?4
R1
9,384
88 133
No
R2
7,310
90 133
No
R3
4,422
95 133
No
R4
2,254
101
133
No
R5
796
111
133
No
1Noise receiver locations are shown in Figure 4.13-2.
2 Based on input data provided by California Drilling & Blasting. Calculations are provided in Appendix A of Technical Appendix J for each blast location.
3 Sources: Airblast threshold is based on ISEE's Blasters' Handbook, Table 26.17 Typical Air Overpressure Damage Criteria, and U.S. Bureau of Mines standards.
4 Do the blast -related airblast levels exceed the thresholds? Source: (Urban Crossroads, 2022e, Table 10-6)

8. Nighttime Concrete Pour
Nighttime concrete pouring activities will occur as a part of Project building construction activities.

As shown in Table 4.13-9, Nighttime Concrete Pour Noise Level Compliance, the noise levels associated with the nighttime concrete pour activities are estimated to range from 26.8 to 45.4 dBA Leq. Nighttime concrete pour activities would not exceed the construction noise level threshold at all the nearest noise sensitive receiver locations. Therefore, the noise impacts due to Project construction nighttime concrete pour noise activity are considered less than significant at all receiver locations with prior authorization for nighttime work from the City of Beaumont.

Lead Agency: City of Beaumont SCH No. 2020099007

■■ Beaumont Pointe Specific Plan
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4.13 Noise
Table 4.13-9 Nighttime Concrete Pour Noise Level Compliance Receiver
Locations
Construction Noise Levels (dBA Ley)
Concrete Pour
Noise Levels2
Threshold s
Threshold
Exceeded?4
R1

26.8 75
No
R2

28.5 75
No
R3

33.9 75
No
R4

40.9 75
No
R5

45.4 75
No
'Concrete pour noise source and receiver locations are shown on Exhibit 10-B of the Noise Analysis. 2 Highest concrete pour noise level operating at the Project site boundary to nearby receiver locations. 3 Acceptable exterior construction noise level thresholds based on the City of Beaumont 55 dBA Leq interior noise level limit and the 20 dBA noise reduction associated with typical building construction. 4 Do the estimated Project construction noise levels exceed the construction noise level threshold? Source: (Urban Crossroads, 2022e, Table 10-4)
C. Operational Noise Impact Analysis — Stationary Noise Stationary (on -site) noise sources associated with long-term Project operation are expected to include loading dock activity, delivery van activity, truck movements, roof -top air conditioning units, parking lot vehicle movements, drive -through speakerphone activity, and trash enclosure activity. As noted in Section 4.13.5B, the operational stationary noise analysis is based on reference noise level measurements collected from similar types of activities to represent the noise levels expected with the development of the Project. The reference noise level measurements included the types of equipment and site operations that are expected on the Project site and shown on Table 4.13-3.

1. Loading Dock Activity
The reference loading dock activities are intended to describe the typical operational noise source levels associated with the Project. This includes truck idling, deliveries, backup alarms, unloading/loading, docking including a combination of tractor trailer semi -trucks, two -axle delivery trucks, and background forklift operations. At a uniform reference distance of 50 feet, Urban Crossroads collected a reference noise level of 65.7 dBA Leq.

The loading dock activity noise level measurement was taken over a fifteen -minute period and represents multiple noise sources taken from the center of activity. The reference noise level measurement includes employees unloading a docked truck container included the squeaking of the truck's shocks when weight was removed from the truck, employees playing music over a radio, as well as a forklift horn and backup alarm. In addition, during the noise level measurement a truck entered the loading dock area and proceeded to reverse and dock in a nearby loading bay, adding truck engine, idling, air brakes noise, in addition to on -going idling of an already docked truck.

Lead Agency: City of Beaumont SCH No. 2020099007

N M
■ u
Beaumont Pointe Specific Plan
Environmental Impact Report 4.13 Noise

2. Truck Movements
The truck movements reference noise level measurement was collected over a period of 1 hour and 28 minutes and represents multiple heavy trucks entering and exiting the outdoor loading dock area producing a reference noise level of 59.8 dBA Leq at 50 feet. The noise sources included at this measurement location account for trucks entering and existing the Project driveways and maneuvering in and out of the outdoor loading dock activity area. Consistent with the Beaumont Pointe Traffic Analysis, the Project is expected to generate a total of approximately 16,266 trips per day (actual vehicles) and includes 2,240 truck trips per day.

This noise study relies on the actual Project trips (as opposed to the passenger car equivalents) to accurately account for the effect of individual truck trips on the study area roadway network.

3. Roof -Top Air Conditioning Units
The noise level measurements describe a single mechanical roof -top air conditioning unit. The reference noise level represents a Lennox SCA120 series 10 -ton model packaged air conditioning unit.

At the uniform reference distance of 50 feet, the reference noise levels are 57.2 dBA Leq. Based on the typical operating conditions observed over a four -day measurement period, the roof -top air conditioning units are estimated to operate for an average 39 minutes per hour during the daytime hours, and 28 minutes per hour during the nighttime hours. These operating conditions reflect peak summer cooling requirements with measured temperatures approaching 96 degrees Fahrenheit (°F) with average daytime temperatures of 82°F. For this noise analysis, the air conditioning units are expected to be located on the roof of the Project buildings.

4. Parking Lot Vehicle Movements
To describe the on -site parking lot activity a reference noise level of 56.1 dBA Leq at 50 feet is used.

Parking activities are expected to take place during the full hour (60 minutes) throughout the daytime and evening hours. The parking lot noise levels are mainly due to cars pulling in and out of parking spaces in combination with doors opening and closing and alarm or car horn locking announcements.

5. Drive -Through Speakerphone Activity
To describe the potential noise level impacts associated with the planned drive-thru speakerphones, this analysis relies on the drive -through intercom system manufactured by HME. This type of system is commonly used by the quick service restaurant (QSR) industry for drive-thru communications. The HME SPP2 speaker post intercom system produces a maximum noise level of 84 dBA at one foot from the speaker post. The system may also be equipped with an automatic volume control that can automatically reduce the sound levels as the ambient noise level decreases. The reference speakerphone noise level describes continuous drive -through operations and does not include any periods of inactivity.

Lead Agency: City of Beaumont SCH No. 2020099007

■ ■ Beaumont Pointe Specific Plan
• ❑ Environmental Impact Report 4.13 Noise

6. Trash Enclosure Activity
To describe the noise levels associated with a trash enclosure activity, Urban Crossroads collected a reference noise level measurement at an existing trash enclosure containing two dumpster bins. The trash enclosure noise levels describe metal gates opening and closing, metal scraping against concrete floor sounds, dumpster movement on metal wheels, and trash dropping into the metal dumpster. The reference noise levels describe trash enclosure noise activities when trash is dropped into an empty metal dumpster, as would occur at the Project Site. The measured reference noise level at the uniform 50 -foot reference distance is 57.3 dBA Leq for the trash enclosure activity. The reference noise level describes the expected noise source activities associated with the trash enclosures for the Project proposed buildings. Typical trash enclosure activities are estimated to occur for 10 minutes per hour.

7. Project Operational Noise Levels (Stationary)
Table 4.13-10, Project Daytime Operational Noise - Stationary Noise, shows the Project operational noise levels during the daytime hours of 7:00 a.m. to 10:00 p.m. The daytime hourly noise levels at the off -site receiver locations are expected to range from 32.1 to 43.6 dBA Leq.

Table 4.13-10 Project Daytime Operational Noise - Stationary Noise Noise Source'
Operational Noise Levels by Receiver Location (dBA Leq) R1
R2
R3
R4
R5
Loading Dock Activity

30.6 32.7

34.1 37.5

37.5 Truck Movements

22.3 25.0

25.8 29.1

33.2 Roof -Top Air Conditioning

18.5 20.6

24.1 29.5

34.2 Parking Lot Vehicle Movements

23.6 25.9

28.5 35.1

39.7 Drive -Through Speakerphone
Activity

0.0 0.0

6.3 8.2

11.0 Trash Enclosure Activity

10.7 12.8

14.2 17.4

18.7 Total (All Noise Sources)

32.1 34.3

36.0 40.3

43.0 1 See Exhibit 9-A of Technical Appendix J for the noise source locations. CadnaA noise model calculations are included in Appendix 9.1 of Technical Appendix J.

Table 4.13-11, Project Nighttime Operational Noise -Stationary Noise, shows the Project operational noise levels during the nighttime hours of 10:00 p.m. to 7:00 a.m. The nighttime hourly noise levels at the off -site receiver locations are expected to range from 32.0 to 42.7 dBA Leq.

Lead Agency: City of Beaumont SCH No. 2020099007

■■ Beaumont Pointe Specific Plan
Environmental Impact Report

4.13 Noise
Table 4.13-11 Project Nighttime Operational Noise -Stationary Noise Noise Sources
Operational Noise Levels by Receiver Location (dBA Leq) R1
R2
R3
R4
R5
Loading Dock Activity

30.6 32.7

34.1 37.5

37.5 Truck Movements

22.3 25.0

25.8 29.1

33.2 Roof -Top Air Conditioning

16.1 18.2

21.7 27.1

31.8 Parking Lot Vehicle Movements

23.6 25.9

28.5 35.1

39.7 Drive -Through Speakerphone
Activity

0.0 0.0

6.3 8.2

11.0 Trash Enclosure Activity

9.7 11.9

13.3 16.4

17.7 Total (All Noise Sources)

32.0 34.2

35.8 40.1

42.7 1 See Exhibit 9-A of Technical Appendix J for the noise source locations. CadnaA noise model calculations are included in Appendix 9.1 of Technical Appendix J.

The daytime and nighttime Project stationary noise levels at nearby receiver locations are summarized in Table 4.13-12, Project Operational Noise - Stationary Noise, below.

Table 4.13-12 Project Operational Noise - Stationary Noise Receiver
Location
Project Operational
Noise Levels (dBA Leq)2
Noise Level Standards
(dBA Leq)3
Noise Level Standards
Exceeded?4
Day
Night
Day
Night
Day
Night
R1

32.1 32.0
55 45
No
No
R2

34.3 34.2
55 45
No
No
R3

36.0 35.8
55 45
No
No
R4

40.3 40.1
55 45
No
No
R5

43.0 42.7
55 45
No
No
'See Exhibit 8-A of Technical Appendix J for the receiver locations. 2Proposed Project operational noise levels as shown on Tables 9-3 and 9-4 of Technical Appendix J. 'Exterior noise level standards for residential land use, as shown on Table 4-2 of Technical Appendix J. 4Do the estimated Project operational noise source activities exceed the noise level standards? "Day" = 7:00 a.m. to 7:00 p.m.; "; "Night" = 10:00 p.m. to 7:00 a.m.

Source: (Urban Crossroads, 2022e, Table 9-4)
As shown in Table 4.13-12, Project stationary noise would not expose nearby receivers to unacceptable daytime or nighttime noise levels during Project operations following Project buildout. Accordingly, Project operation would not result in the exposure of receivers near the Project site to stationary noise levels that exceed the exterior noise level standards established in the BMC. Impacts would be less than significant.

Noise levels that would be experienced at receiver locations when unmitigated Project -source noise is added to the ambient daytime, evening, and nighttime conditions are presented on Table 4.13-13, Lead Agency: City of Beaumont SCH No. 2020099007

■ ■ Beaumont Pointe Specific Plan
■ D Environmental Impact Report 4.13 Noise
Project Operational Noise Level Contributions — Daytime and Table 4.13-14, Project Operational Noise Level Contributions —Nighttime, respectively. As indicated in Table 4.13-13 and Table 4.13-14, the Project would not contribute an operational noise level increase during the daytime or nighttime hours. To describe the amount to which a given noise level increase is considered substantial, the City's General Plan EIR outlines criteria to evaluate the incremental noise level increase and establishes a method for comparing future project noise with existing ambient conditions. In effect, the amount to which a given noise level increase is considered acceptable is reduced based on existing ambient noise conditions. As shown in Table 4.13-13 and Table 4.13-14, the Project -related operational noise level increases will satisfy the operational noise level increase criteria at the nearest sensitive receiver locations. On this basis, although the Project would increase noise levels in the Project vicinity, Project operational stationary -source noise would not result in a substantial temporary/periodic, or permanent increase in ambient noise levels in the Project vicinity above levels existing without the Project. Noise impacts associated with long-term on -site operations would be less than significant.

Lead Agency: City of Beaumont SCH No. 2020099007

■ ■ Beaumont Pointe Specific Plan
•
Environmental Impact Report

4.13 Noise
Table 4.13-13 Project Operational Noise Level Contributions - Daytime Receiver
Location
Total Project
Operational Noise
Level (dBA Ley) 2
Measurement
Location 3
Reference Ambient
a
Noise Levels (dBA Ley)
Combined Project and
Ambient dBA Le s
(
Project
Increase
(dBA Ley)6
Increase
Criteria
(dBA Ley)'
Increase
Criteria
Exceeded?'
R1

32.1 L 1

45.0 45.2

0.2 5
No
R2

34.3 L2

62.7 62.7

0.0 5
No
R3

36.0 L3

64.3 64.3

0.0 5
No
R4

40.3 L4

52.9 53.1

0.2 5
No
R5

43.0 L5

44.9 47.0

2.1 5
No
'See Exhibit 8-A of Technical Appendix J for the receiver locations. 2Tota1 Project daytime operational noise levels as shown on Table 9-3 of Technical Appendix J. 3Reference noise level measurement locations as shown on Exhibit 5-A of Technical Appendix J. 40bserved daytime ambient noise levels as shown on Table 5-1 of Technical Appendix J. 5Represents the combined ambient conditions plus the Project activities. 6The noise level increase expected with the addition of the proposed Project activities.

Significance increase criteria as shown on Table 4-2 of Technical Appendix J.

Source: (Urban Crossroads, 2022e, Table 9-5)
Table 4.13-14 Project Operational Noise Level Contributions - Nighttime Receiver
Location, Level
Total Project
Operational Noise
(dBA Leg)2
Measurement
Location 3
Reference Ambient
a
Noise Levels (dBA Ley)
Combined Project and
Ambient(dBA Le s
`�
Project
Increase
(dBA Ley) 6
Increase
Criteria
(dBA Ley)'
Increase
Criteria
Exceeded?'
R1

32.0 L 1

45.2 45.4

0.2 5
No
R2

34.2 L2

51.4 51.5

0.1 5
No
R3

35.8 L3

60.8 60.8

0.0 5
No
R4

40.1 L4

46.9 47.7

0.8 5
No
R5

42.7 L5

39.4 44.4

5.0 5
No
'See Exhibit 8-A of Technical Appendix J for the receiver locations. 2Tota1 Project daytime operational noise levels as shown on Table 9-4 of Technical Appendix J. 3Reference noise level measurement locations as shown on Exhibit 5-A of Technical Appendix J. 40bserved daytime ambient noise levels as shown on Table 5-1 of Technical Appendix J. 5Represents the combined ambient conditions plus the Project activities. 6The noise level increase expected with the addition of the proposed Project activities.

Significance increase criteria as shown on Table 4-1 of Technical Appendix J.

Source: (Urban Crossroads, 2022e, Table 9-6)
Lead Agency: City of Beaumont

SCH No. 2020099007

■■ Beaumont Pointe Specific Plan
MOEnvironmental Impact Report 4.13 Noise
D. Operational Noise Impact Analysis —Off-Site Traffic Noise To evaluate off -site noise increases that could result from Project -related traffic, noise levels were modeled for the following scenarios:
• Existing (2020) plus Project Conditions
o Existing plus Project (Phase 1)
o Existing plus Project (Phase 1 + 2)
o Existing plus Project (Project Buildout)
• Opening Year Conditions
o Opening Year (2023)
• Without Project
• With Project (Phase 1)
o Opening Year (2025)
• Without Project
• With Project (Phase 1 + 2)
o Opening Year (2027)
• Without Project
• With Project (Project Buildout)
• Horizon Year (2045) Conditions
o Without Project
o With Project
The Existing (2020) plus Project (E+P) analysis determines the Project's traffic noise impacts under the theoretical scenario where traffic from the Project is added to existing conditions.

The Opening Year (2023, 2025, and 2027) analysis provides an evaluation of traffic noise conditions at the time the Project becomes operational in each of its three phases. The Opening Year analyses are utilized to determine the Project's potential to cumulatively contribute to near -term noise impacts upon consideration of existing traffic + ambient growth + Project traffic + traffic from cumulative development projects.

The Horizon Year (2045) analysis includes the refined post -process volumes obtained from the Riverside County Transportation Analysis Model (RivTAM) (1.94% per year, compounded annually from 2020 to 2045), plus the traffic generated by the buildout of the Project.

The trip distribution for the Project was developed based on anticipated passenger car and truck travel patterns to -and -from the Project site. The traffic distribution pattern for Project -related truck trips and passenger car trips are shown and discussed in more detail in the Project's Traffic Impact Analysis included as Technical Appendix K1 to this EIR. Pursuant to Senate Bill (SB) 743, changes to California Environmental Quality Act (CEQA) Guidelines were adopted in December 2018, which require all lead agencies to adopt a vehicle miles traveled (VMT) metric as a replacement for automobile delay - based level of service (LOS) as the measure for identifying transportation impacts for land use projects.

Lead Agency: City of Beaumont SCH No. 2020099007

■ ■ Beaumont Pointe Specific Plan
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Environmental Impact Report

4.13 Noise
Automobile delay, as measured by "level of service" (LOS) and other similar metrics, no longer constitutes a significant environmental effect under CEQA. Therefore, the Traffic Analysis is not used to analyze traffic impacts under CEQA, but is used to form the basis for the Noise Impact Analysis.

1. Existing plus Project Conditions (Phase 1)
As summarized in Table 4.13-15, Existing plus Project Phase 1 Traffic Noise Levels, Project off -site traffic noise level impacts will range from 0.0 to 14.9 dBA CNEL.

Table 4.13-15 Existing plus Project Phase 1 Traffic Noise Levels ID
Road
Segment
Receiving
Land Use
CNEL at Receiving Land Use
(dBA)1
No
Project3
With
Project
Project
Addition
1 Potrero Bl.
s/o Oak Valley Pkwy.

Non -Sensitive

61.9 62.2

0.3 2
California
n/o 6th St.

Sensitive

64.6 64.6

0.0 3
Oak Valley
e/o Potrero B1.

Sensitive

68.4 68.5

0.1 4
4th St.
e/o Potrero B1.

Non -Sensitive

64.2 66.4

2.2 5
4th St.
e/o Veile Av.

Non -Sensitive

62.8 65.3

2.5 6
4th St.
w/o Potrero Bl.

Non -Sensitive

53.9 68.8

14.9 'The CNEL 's calculated at the boundary of the right-of-way of each roadway and the property line of the receiving land use.

Source: (Urban Crossroads, 2022e, Table 7-13)

2. Existing plus Project Conditions (Phase 1 + 2)
As summarized in Table 4.13-16, Existing plus Project Phase 1 + 2 Traffic Noise Levels, Project off - site traffic noise level impacts will range from 0.3 to 21.0 dBA CNEL.

Table 4.13-16 Existing plus Project Phase 1 + 2 Traffic Noise Levels ID
Road
Segment
Receiving
Land Use
CNEL at Receiving Land Use
(dBA)1
No
Project3
With
Project
Project
Addition
1 Potrero Bl.
s/o Oak Valley Pkwy.

Non -Sensitive

61.9 63.0

1.1 2
California
n/o 6th St.

Sensitive

64.6 64.9

0.3 3
Oak Valley
e/o Potrero B1.

Sensitive

68.4 69.0

0.6 4
4th St.
e/o Potrero B1.

Non -Sensitive

64.2 69.8

5.6 5
4th St.
e/o Veile Av.

Non -Sensitive

62.8 69.0

6.2 6
4th St.
w/o Potrero Bl.

Non -Sensitive

53.9 74.9

21.0 'The CNEL 's calculated at the boundary of the right-of-way of each roadway and the property line of the receiving land use.

Source: (Urban Crossroads, 2022e, Table 7-14)
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SCH No. 2020099007

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4.13 Noise

3. Existing plus Project Conditions (Project Buildout)
As summarized in Table 4.13-17, Existing plus Project Buildout Traffic Noise Levels, Project off -site traffic noise level increases will range from 0.4 to 21.2 dBA CNEL.

Table 4.13-17 Existing plus Project Buildout Traffic Noise Levels ID
Road
Segment
Receiving
Land Use
CNEL at Receiving Land Use
(dBA)1
No
Project3
With
Project
Project
Addition
1 Potrero Bl.
s/o Oak Valley Pkwy.

Non -Sensitive

61.9 63.5

1.6 2
California
n/o 6th St.

Sensitive

64.6 65.0

0.4 3
Oak Valley
e/o Potrero B1.

Sensitive

68.4 69.3

0.9 4
4th St.
e/o Potrero B1.

Non -Sensitive

64.2 70.0

5.8 5
4th St.
e/o Veile Av.

Non -Sensitive

62.8 69.3

6.5 6
4th St.
w/o Potrero Bl.

Non -Sensitive

53.9 75.1

21.2 'The CNEL 's calculated at the boundary of the right-of-way of each roadway and the property line of the receiving land use.

Source: (Urban Crossroads, 2022e, Table 7-15)

4. Opening Year (2023) Conditions
As summarized in Table 4.13-18, Opening Year (2023) Traffic Noise Levels, Project off -site traffic noise level increases will range from 0.1 to 4.0 dBA CNEL.

Table 4.13-18 Opening Year (2023) Traffic Noise Levels
ID
Road
Segment
Receiving
Land Use
CNEL at Receiving Land Use
(dBA)1
No
Project3
With
Project
Project
Addition
1 Potrero Bl.
s/o Oak Valley Pkwy.

Non -Sensitive

63.6 63.8

0.2 2
California
n/o 6th St.

Sensitive

65.3 65.4

0.1 3
Oak Valley
e/o Potrero B1.

Sensitive

70.2 70.4

0.2 4
4th St.
e/o Potrero B1.

Non -Sensitive

66.4 67.8

1.4 5
4th St.
e/o Veile Av.

Non -Sensitive

66.1 67.5

1.4 6
4th St.
w/o Potrero Bl.

Non -Sensitive

66.9 70.9

4.0 'The CNEL 's calculated at the boundary of the right-of-way of each roadway and the property line of the receiving land use.

Source: (Urban Crossroads, 2022e, Table 7-16)
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4.13 Noise

5. Opening Year (2025) Conditions
As summarized in Table 4.13-19, Opening Year (2025) Traffic Noise Levels, Project off -site traffic noise level increases will range from 0.2 to 7.3 dBA CNEL.

Table 4.13-19 Opening Year (2025) Traffic Noise Levels
ID
Road
Segment
Receiving
Land Use
CNEL at Receiving Land Use
(dBA)1
No
Project3
With
Project
Project
Addition
1 Potrero Bl.
s/o Oak Valley Pkwy.

Non -Sensitive

64.2 64.9

0.7 2
California
n/o 6th St.

Sensitive

65.6 65.9

0.3 3
Oak Valley
e/o Potrero B1.

Sensitive

70.9 71.3

0.4 4
4th St.
e/o Potrero B1.

Non -Sensitive

67.1 67.3

0.2 5
4th St.
e/o Veile Av.

Non -Sensitive

67.1 67.4

0.3 6
4th St.
w/o Potrero Bl.

Non -Sensitive

68.4 75.7

7.3 'The CNEL 's calculated at the boundary of the right-of-way of each roadway and the property line of the receiving land use.

Source: (Urban Crossroads, 2022e, Table 7-17)

6. Opening Year (2027) Conditions
As summarized in Table 4.13-20, Opening Year (2027) Traffic Noise Levels, Project off -site traffic noise level increases will range from 0.3 to 5.2 dBA CNEL.

Table 4.13-20 Opening Year (2027) Traffic Noise Levels
ID
Road
Segment
Receiving
Land Use
CNEL at Receiving Land Use
(dBA)1
No
Project3
With
Project
Project
Addition
1 Potrero Bl.
s/o Oak Valley Pkwy.

Non -Sensitive

65.6 66.4

0.8 2
California
n/o 6th St.

Sensitive

66.3 66.6

0.3 3
Oak Valley
e/o Potrero B1.

Sensitive

72.4 72.8

0.4 4
4th St.
e/o Potrero B1.

Non -Sensitive

68.7 71.7

3.0 5
4th St.
e/o Veile Av.

Non -Sensitive

69.1 71.7

2.6 6
4th St.
w/o Potrero Bl.

Non -Sensitive

71.4 76.6

5.2 'The CNEL 's calculated at the boundary of the right-of-way of each roadway and the property line of the receiving land use.

Source: (Urban Crossroads, 2022e, Table 7-18)
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7. Horizon Year (2045) Conditions
As summarized in Table 4.13-21, Horizon Year (2045) Traffic Noise Levels, Project off -site traffic noise level increases will range from 0.1 to 4.6 dBA CNEL.

Table 4.13-21 Horizon Year (2045) Traffic Noise Levels
1 ID
Road
Segment
Receiving
Land Use
CNEL at Receiving Land Use
(dBA)1
No
Project'
With
Project
Project
Addition
1 Potrero Bl.
s/o Oak Valley Pkwy.

Non -Sensitive

72.2 72.3

0.1 2
California
n/o 6th St.

Sensitive

64.2 64.6

0.4 3
Oak Valley
e/o Potrero Bl.

Sensitive

74.4 74.6

0.2 4
4th St.
e/o Potrero Bl.

Non -Sensitive

68.9 71.8

2.9 5
4th St.
e/o Veile Av.

Non -Sensitive

68.2 71.2

3.0 6
4th St.
w/o Potrero Bl.

Non -Sensitive

72.4 77.0

4.6 1The CNEL 's calculated at the boundary of the right-of-way of each roadway and the property line of the receiving land use.

Source: (Urban Crossroads, 2022e, Table 7-19)

8. Summary
Table 4.13-22, Off -Site Traffic Incremental Noise Level Increase Summary, presents a summary of the cumulative and project incremental noise level increases presented in Table 4.13-15 to Table 4.13-21 for each of the six -study area roadway segments by traffic condition. The cumulative traffic noise level increase increment describes the difference between the future Horizon Year 2045 With Project conditions and the Existing (baseline) conditions. The Project increment represents the difference between the Existing (baseline) conditions and the Existing plus Project Buildout conditions. As shown, four of the following study area roadway segments are shown to experience potentially significant off -site traffic noise level increases due to the added Project traffic. Therefore, the Project's contribution to off -site traffic noise would result in a substantial permanent increase in ambient noise levels and Project -related impacts would be significant. • Potrero Boulevard south of Oak Valley Parkway (Segment #1). • 4th Street east of Potrero Boulevard. (Segment #4).
• 4th Street east of Veile Avenue (Segment #5).
• 4th Street west of Potrero Boulevard. (Segment #6).

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Table 4.13-22 Off -Site Traffic Incremental Noise Level Increase Summary ID
Road
Segment
Receiving
Land Use'
CNEL at Receiving
Land Use (dBA)2
Existing
No Project
Future
With
Project
Cumulative
Increment
Project
Increment
Cumulative I
Limit
Cumulative
Impact?
1 Potrero Bl.
s/o Oak Valley Pkwy.

Non - 61.9
Sensitive

72.3 10.4

1.6 1
Yes
2 California Av.
n/o 6th St.

Sensitive

64.6 64.6

0.0 0.4
2 No
3 Oak Valley Pkwy.
e/o Potrero B1.

Sensitive

68.4 74.6

6.2 0.9
1 No
4 4th St.
e/o Potrero B1.

Non - 64.2
Sensitive

71.8 7.6

5.8 1
Yes
5 4th St.
e/o Veile Av.

Non - 62.8
Sensitive

71.2 8.4

6.5 1
Yes
6 4th St.
w/o Potrero Bl.

Non - 53.9
Sensitive

77.0 23.1

21.2 0
Yes
' The CNEL is calculated at the boundary of the right-of-way of each roadway and the property line of the receiving land use. 2 Does the Project create an incremental noise level increase exceeding the significance criteria? Source: (Urban Crossroads, 2022e, Table 7-20)
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Threshold b: Would the Project generate excessive groundborne vibration or groundborne noise levels?
The metric used to evaluate whether the Project's vibration levels are considered "excessive" during either construction or operation is adapted from FTA, Transit Noise and Vibration Impact Assessment Manual. Accordingly, the FTA criterion of 78 VdB is used to assess impacts due to groundborne vibration.

A. Construction
Construction activities on the Project site would utilize construction equipment that has the potential to generate vibration. Vibration resulting from construction activities on the Project site was calculated at the same five receiver locations that were evaluated in the construction noise analysis (refer to Figure

4.13-2). Table 4.13-23, Project Construction Vibration Levels, summarizes Project construction vibration levels at the modeled receiver locations and the significance of the vibration levels using the FTA vibration level significance threshold of 78 VdB.

Table 4.13-23 Project Construction Vibration Levels
Receiver
Locationl
Distance to
Construction
Activity (Feet)
Receiver Vibration Levels (VdB)2
Threshold
VdB3
Threshold
Exceeded?4
Small
Bulldozer
Jack-
hammer
Loaded
Trucks
Large
Bulldozer
Highest
Vibration
Levels
R1
4,402

0.0 11.6

18.6 19.6

19.6 78
No
R2
4,347

0.0 11.8

18.8 19.8

19.8 78
No
R3
3,123

0.0 16.1

23.1 24.1

24.1 78
No
R4
1,151

8.1 29.1

36.1 37.1

37.1 78
No
R5
92 41.0

62.0 69.0

70.0 70.0
78 No
1Noise receiver locations are shown on Exhibit 10-A of Technical Appendix J. 2Based on the Vibration Source Levels of Construction Equipment included on Table 10-5 of Technical Appendix J. 3Source: FTA Transit Noise and Vibration Impact Assessment Manual maximum acceptable vibration criteria. 4Does the vibration level exceeds the maximum acceptable vibration threshold? Source: (Urban Crossroads, 2022e, Table 10-6)
As shown in Table 4.13-23, all receiver locations in the vicinity of the Project site would be exposed to vibration levels that fall far below the applicable significance threshold (i.e., 78 VdB). Impacts would be less than significant.

In addition, rock blasting may be required to support Project construction, therefore, this analysis considers the potential blasting vibration levels at the nearest noise sensitive receiver locations. Table

4.13-24, Project Blasting Vibration and Compliance Summary, shows the calculated vibration levels from the worst -case (closest) Project blasting activities. As shown, the vibration levels of Project blasts are expected to range from 0.00 to 0.05 in/sec PPV based on the distances to nearby residential noise sensitive receiver locations. The Project blasting vibration levels will remain below the maximum acceptable transient peak -particle -velocity (PPV) vibration threshold 0.5 PPV (in/sec) at the nearby Lead Agency: City of Beaumont SCH No. 2020099007

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noise sensitive residential receiver locations. Therefore, the Project -related airblast vibration level impacts would be less than significant. Accordingly, Project construction would not generate temporary, excessive groundborne vibration or noise levels and a less than significant impact would occur.

Table 4.13-24 Project Blasting Vibration and Compliance Summary Receiver
Locations
Distance to
Construction
Activity
(Feet)
Vibration (PPV)
Blasting Levels2
Threshold3
Threshold
Exceeded. 4
R1
9,384

0.00 0.5
No
R2
7,310

0.00 0.5
No
R3
4,422

0.00 0.5
No
R4
2,254

0.01 0.5
No
R5
796

0.05 0.5
No
'Blasting noise source and receiver locations are shown on Figure 4.13-3. 2 Based on input data provided by California Drilling & Blasting. Calculations are provided in Appendix A of Technical Appendix J for each blast location.
3 Sources: Vibration threshold obtained from the Caltrans Transportation and Construction Vibration Manual, April 2020 Table 19.
4 Do the blast -related vibration levels exceed the thresholds? Source: (Urban Crossroads, 2022e, Table 10-7)
Threshold 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?
The Project site is not located within two miles of a public airport or within an airport land use plan.

The closest major airport is the March Air Reserve Base located roughly 12 miles west of the Project site. Therefore, the Project site would not be exposed to excessive noise levels from airport operations and no impact would occur.

4.13.8 CUMULATIVE IMPACT ANALYSIS
A. Substantial Noise Increase or Violations

1. Short -Term Cumulative Construction -Noise Impacts
This cumulative impact analysis considers development of the Project in conjunction with other development projects in the vicinity of the Project site. Cumulative impacts would potentially occur if other projects are being constructed in the vicinity of the proposed Project at the same time. There are three projects identified in the Traffic Analysis (Technical Report J1 of this EIR) within approximately a quarter -mile radius of the proposed Project, listed below.

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1. B2, Fairway Canyon SCPGA (3,300 residential units)

2. B4, Heartland (Olivewood; 981 residential units)

3. B5, Hidden Canyon Industrial (2,890,000 sf industrial) All three projects are already under construction, and construction would be complete for the nearest related project (B5) prior to grading activities for proposed Project. Therefore, overlapping construction phases between that project and the Project would be minimal. Additionally, the two related projects (B2 and B4) are located across the SR -60 Freeway and would not combine with Project -related construction to result in cumulatively considerable construction -related noise impacts.

Construction activities associated with the Project, especially activities involving heavy equipment and blasting, would create intermittent periods of noise when construction equipment is in operation and cause a short-term increase in ambient noise levels. As shown in Table 4.13-7, the peak noise level anticipated during construction activities are estimated to reach a maximum noise level of 73.4 dBA Leq at receiver R5 (represents the existing noise sensitive residence at 13270 Jack Rabbit Trail (Hoy Ranch), approximately 92 feet south of the Project site) which does not exceed the construction noise threshold of 75 dBA Leq. Additionally, as shown in Table 4.13-8, Project airblast noise levels are shown to satisfy the 133 dB airblast threshold at the nearest noise sensitive residential receiver locations. As shown in Table 4.13-9, noise impacts due to Project construction nighttime concrete pour noise activity would not exceed the construction noise threshold of 75 dBA Leq. Therefore, Project construction -related activities would result in less than significant noise impacts.

Because the Project's construction noise levels would be less than significant, construction noise would be temporary in nature, and the Project and other cumulative projects would not combine with Project - related construction; cumulative construction impacts would be less than significant.

2. Long -Term Cumulative Off -Site Traffic -Related Noise Impacts The traffic -related noise analysis contained in the Noise Impact Analysis for Opening Year (2023, 2025, 2027) and Horizon Year (2045) was based upon the Project's Traffic Impact Analysis (Technical Appendix K1 of this EIR) which considers impacts based on the addition of related projects as well as ambient growth. The percentage of ambient growth and cumulative development traffic applied to each cumulative scenario is detailed in Section 4.7 of the Traffic Analysis Report (Technical Appendix K1).

As previously shown in Table 4.13-22, the Project's traffic -related noise impacts would be significant for four roadway segments: #1 (Potrero Boulevard south of Oak Valley Parkway); #4 (4th Street east of Potrero Boulevard); #5 (4th Street east of Veile Avenue); and #6 (4th Street west of Potrero Boulevard). Therefore, the Project's traffic -related noise impacts along study area roadway segments would be cumulatively considerable and result in a significant cumulative impact.

3. Long -Term Cumulative Stationary Noise Impacts
This cumulative impact analysis considers development of the proposed Project in conjunction with other development projects in the vicinity of the Project site. As previously shown in Table 4.13-12, the Project would not result in an increase in the cumulative noise levels at sensitive receiver locations.

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The nearest sensitive receptor (R5) is located approximately 92 feet from the Project and 850 feet from the nearest related project (B5, Hidden Canyon Industrial). As shown on Table 4.13-9, Project's operational activities are below the established day and nighttime noise thresholds. Operational noise levels would not combine with operational noise levels from the nearest related project (B5, Hidden Canyon Industrial) to cause or contribute to the exposure of sensitive receptors to noise levels in excess of applicable standards. Consistent with the cumulative impact significance thresholds outlined in the Air Quality Impact Analysis (Technical Appendix B1), this noise analysis uses the same operational significance thresholds for project specific and cumulative impacts as discussed in Section 4.13.6A.2.

Therefore, since the Project operational -noise levels satisfy the thresholds, the proposed Project operational activities are considered less than significant on a project -specific and cumulative basis. In addition, the City of Beaumont General Plan Noise Element and Municipal Code Section 9.02.050 identify stationary -source policies and noise level limits to control and abate potential environmental noise level impacts. The two other related projects (B2 and B4) are located across the SR -60 Freeway from the Project site and operational noise would not be additive. Accordingly, the Project would have less than significant direct and cumulative stationary operational noise impacts.

8. Groundborne Vibration and Noise
The types of construction equipment that would be used to implement the Project would not create vibration amplitudes that could cause structural damage to nearby structures. The nearest existing off - site structures would not be exposed to substantial ground -borne vibration due to the temporary operation of heavy construction equipment on the Project site. Additionally, as shown in Table 4.13- 24, Project blasting vibration levels will remain below the maximum acceptable transient peak - particle -velocity (PPV) vibration threshold 0.5 PPV (in/sec) at the nearby noise sensitive residential receiver locations. Since construction would be complete for the nearest related project (B5) prior to grading activities for the proposed Project, overlapping construction phasing between that project and the Project is not expected to occur and construction vibration would not be additive. Additionally, the two related projects (B2 and B4) are located across the SR -60 Freeway and would not combine with Project -related construction to result in cumulatively considerable construction -related noise impacts.

Under long-term operating conditions, the Project would not involve the use of equipment, facilities, or activities that would result in perceptible groundborne vibration. In addition, there are no sources of substantial groundbourne-vibration associated with the Project or related projects. Accordingly, groundborne vibration and noise impacts would not be cumulatively considerable.

C. Noise from Airport Operations
As stated, the Project site is not located within two miles of a public airport or within an airport land use plan. The closest major airport is the March Air Reserve Base located roughly 12 miles west of the Project site. Therefore, the Project site would not contribute to the exposure of excessive noise levels from airport operations. Accordingly, noise impacts related to public airport or public use airport would not be cumulatively considerable.

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4.13.9 SIGNIFICANCE OF IMPACTS BEFORE MITIGATION
Threshold a: Significant Direct and Cumulative Impact. The Project would result in a significant impact from traffic noise at four roadway segments (#1, #4, #5, and #6). Therefore, the Project -related construction and off -site traffic noise level increases at adjacent noise -sensitive land uses are considered a significant impact.

Threshold b: Less than Significant Impact. The Project's construction and operational activities would not result in a perceptible groundborne vibration or noise.

Threshold c: No Impact. The Project site would not be exposed to excessive noise levels from airport operations.

4.13.10 MITIGATION
No feasible mitigation measures exist to reduce Project traffic noise impacts.

4.13.11 SIGNIFICANCE OF IMPACTS AFTER MITIGATION
Threshold a: Significant and Unavoidable Direct and Cumulative Impact. As noted previously, the Project would result in a significant impact from operational traffic noise during Existing (2020) plus Project conditions, Opening Year (2023 and 2027) plus Project Conditions, and Horizon Year (2045) Plus Project Conditions for three roadway segments (#4, #5, and #6). Under Opening Year (2025) plus Project Conditions, the Project would result in a significant impact for one roadway segment (segment #6).

It should be noted that significant off -site traffic noise level increases identified under Existing Conditions do not have the potential to occur, since the Project will not be fully developed and occupied under existing conditions, but rather under future conditions. Additionally, Segments #4, #5, and #6 are located in industrial areas and are not located immediately adjacent to any noise sensitive land uses.

This is consistent with the City's General Plan EIR that determined that buildout of the City's General Plan could result in new vehicular traffic which could exceed the FHWA thresholds and could substantially increase the ambient noise levels in the City and its SOI. The City's General Plan recognizes that an increase in noise levels will occur in industrial areas due to truck traffic. The City's General Plan goals and policies, therefore, are focused on protecting noise sensitive receptors from road noise, while encouraging timely and efficient goods movement that does not significantly contribute to noise in the City. The Project is located adjacent to the SR -60, which is identified as a Truck Priority roadway in General Plan Figure 4.9, and truck trips would be routed through an industrial area to Potrero Boulevard.

The City incorporated a number of General Plan policies and implementation programs to reduce traffic -related noise impacts, including the following polices: 10.1.2 (enforce noise standards), 10.1.3 (protect noise sensitive uses), 10.1.4 (require noise mitigation in the design of new development),

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(promote effective enforcement of federal, State, and City noise standards), 10.2.1 (work with Caltrans and FHA), 10.2.2 (enforce speed limits to reduce noise and enforce truck and bus routes), 10.2.3 (prohibit truck routes through neighborhoods with sensitive receptors), 10.2.4 (reduce roadway noise),

10.2.5 (traffic calming measures), 10.2.6 (encourage noise -reducing paving materials), and 10.2.7 (reduce noise generated from City -owned vehicles). Applicable implementation actions include: N2 (requirement for acoustical studies) and N5 (traffic noise assessments). Compliance with the City's General Plan policies and implementation actions would reduce impacts to the furthest extent feasible, but would remain significant and unavoidable.

A. Rubberized Asphalt
Due to the potential noise attenuation benefits, rubberized asphalt is considered as a mitigation measure for the off -site Project -related traffic noise level increases. To reduce traffic noise levels at the noise source, Caltrans research has shown that rubberized asphalt can provide noise attenuation of approximately 4 dBA for automobile traffic noise levels. Changing the pavement type of a roadway has been shown to reduce the amount of tire/pavement noise produced at the source under both near - term and long-term conditions. Traffic noise is generated primarily by the interaction of the tires and pavement, the engine, and exhaust systems. For automobiles noise, as much as 75 to 90% of traffic noise is generated by the interaction of the tires and pavement, especially when traveling at higher and constant speeds. According to research conducted by Caltrans and the Canadian Ministry of Transportation and Highways a 4 dBA reduction in tire/pavement noise is attainable using rubberized asphalt under typical operating conditions.

The effectiveness of reducing traffic noise levels is higher on roadways with low percentages of heavy trucks, since the heavy truck engine and exhaust noise is not affected by rubberized alternative pavement due to the truck engine and exhaust stack height above the pavement itself. Per Caltrans guidance a truck stack height is modeled using a height of 11.5 feet above the road. With the primary off -site traffic noise source consisting of heavy trucks with a stack height of 11.5 feet off the ground, the tire/pavement noise reduction benefits associated rubberized asphalt will be primarily limited to autos.

While the off -site Project -related traffic noise level increases would theoretically be reduced with the 4 dBA reduction provided by rubberized asphalt, the reduction would not provide reliable benefits for the noise levels generated by heavy truck traffic. This is, as previously stated, due to the noise source height difference between automobiles and trucks. While rubberized asphalt will provide some noise reduction, this noise study recognizes that this is only effective for tire -on -pavement noise at higher speeds and would not reduce truck -related off -site traffic noise levels associated with truck engine and exhaust stacks to less than significant levels. Since the use of rubberized asphalt would not lower the off -site traffic noise levels below a level of significance, rubberized asphalt is not proposed as mitigation for the Project and the off -site Project -related traffic noise level increases at adjacent land uses under Existing Conditions would remain significant.

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8. Off -Site Noise Barriers
Since existing and future noise -sensitive receiving land uses are located adjacent to the impacted roadway segments in the Project study area, off -site noise barriers were considered in this analysis as a potential traffic noise mitigation measure to reduce the impacts. Off -site noise barriers are estimated to provide a readily perceptible 5 dBA reduction which, according to the FHWA, is simple to attain when blocking the line -of -sight from the noise source to the receiver. As previously discussed, Caltrans guidance in the Highway Design Manual, Section 1102.3(3), indicates that for design purposes, the noise barrier should intercept the line of sight from the exhaust stack of a truck to the receptor, and an

11.5 -foot -high truck stack height is assumed to represent the truck engine and exhaust noise source.

Therefore, any exterior noise barriers at receiving noise sensitive land uses experiencing Project - related traffic noise level increases would need to be high enough and long enough to block the line - of -sight from the noise source (at 11.5 feet high per Caltrans) to the receiver (at 5 feet high per FHWA guidance) in order to provide a 5 dBA reduction per FHWA guidance.

As such, off -site noise barriers would not be feasible and would not lower the off -site traffic noise levels below a level of significance, and therefore, noise barriers are not proposed as mitigation for the Project.

C. Summary
Both rubberized asphalt and off -site noise barriers are considered as potential noise mitigation measures to reduce the potentially significant off -site traffic noise level increases. However, due the reasons outlined about neither form of mitigation is recommended for implementation since they would not eliminate the off -site traffic noise level increases at the adjacent land uses to the impacted roadway segments. Therefore, Project -related off -site traffic noise level increases are considered significant and unavoidable under Project -level and cumulative conditions.

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4.14 POPULATION AND HOUSING
The following analysis discloses existing population and housing data for the City of Beaumont (City) and assesses the potential for the Project to result in direct or indirect impacts on population and housing. The analysis in this section is based, in part, on information contained within the City's General Plan, and population and housing projections from the California Department of Finance (DOF) and Southern California Association of Governments (SCAG). All references used in this section are listed in the EIR Section 7.0 References.

4.14.1 EXISTING CONDITIONS
The Project site is within unincorporated Riverside County within the Sphere of Influence (SOI) of the City of Beaumont. The Project site consists of undeveloped vacant land. Therefore, the Project site does not currently contain or support a population, nor does it generate employees.

A. Southern California Association of Governments (SCAG) SCAG's Connect SoCal, adopted in September 2020, is a Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) plan developed pursuant to SB 375 to assist in the State's reduction of greenhouse gas emissions by considering land use allocation in its regional transportation plan.

Connect SoCal thus builds upon and expands land use and transportation strategies to increase mobility options and achieve more sustainable growth patterns. Table 4.14-1, SCAG Population, Households, and Employment Projections, summarizes SCAG's Connect SoCal growth projections to the year 2045 for both the City and Riverside County.

Table 4.14-1 SCAG Population, Households, and Employment Projections Jurisdiction
2016
2045
Increase
%Change
Population
City of Beaumont
45,000
80,200
35,200

78.2%
Riverside County
2,364,000
3,252,000
888,000

37.6%
Households
City of Beaumont
14,200
25,100
10,900

76.8%
Riverside County
716,000
1,086,000
370,000

51.7%
Employment
City of Beaumont
9,300
15,900
6,600

71.0%
Riverside County
743,000
1,103,000
360,000

48.5%
'Housing units in SCAG projections are estimated based on number of households plus a healthy vacancy rate of 5%.

These figures were included in Connect SoCal's September, 2020 report and do not include the City of Beaumont's updated projections from its December, 2020 General Plan.

Source: (SCAG, 2020)
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2. lobs -Housing Ratio
The jobs -housing ratio is a general measure of the number of jobs as compared to housing in a defined geographic area, without regard to economic constraints or individual preferences. The jobs -housing ratio as well as the type of jobs versus the price of housing, has implications for mobility, air quality, and the distribution of tax revenues. A project's effect on the jobs -housing ratio is one indicator of how it will affect growth and quality of life in the project area. SCAG applies the jobs -housing ratio at the regional and subregional levels in order to analyze the fit between jobs, housing, and infrastructure.

SCAG's April 2001 report titled, The New Economy and Jobs/Housing Balance in Southern California (SCAG-D), states that:
. . . a balance between jobs and housing in a metropolitan region can be defined as a provision of an adequate supply of housing to house workers employed in a defined area (i.e., community or subregion). Alternatively, a jobs -to -housing balance can be defined as an adequate provision of employment in a defined area that generates enough local workers to fill the housing supply.

The concept of jobs -housing balance has been widely discussed by SCAG and the South Coast AQMD over the past decade as a means of achieving regional air quality improvement goals. The basic concept is directed at minimizing commute distances, reducing infrastructure needs and costs, mitigating traffic congestion, conserving energy, and improving air quality. SCAG has incorporated jobs -housing balance into its growth forecast, transportation, and air quality policies. The term jobs -housing balance is the concept that if an area is balanced, it includes the correct number (or balance) of housing and employment opportunities so that the majority of the people living within a given subregion can also work in that same subregion. Job -rich subregions have ratios greater than the regional average, and housing -rich subregions have ratios lower than the regional average. An appropriate jobs -housing ratio for any given geographic area is area specific, in that each locale presents differing demographic characteristics. Jobs -housing ratios are also dynamic and fluctuate over time. Generally, a ratio of less than 1 to 1 indicates a jobs -poor area, and a ratio of one or more than 1 to 1 indicates a jobs -rich area (SCAG-D, p.15). The majority of Beaumont residents commute to cities within Riverside and San Bernardino.

As shown in Table 4.14-2, Jobs -Housing Ratio, the City is below the recommended jobs -housing ratio target of 1.0 and is anticipated to decrease by 3.3% between 2016 and 2045. Riverside County overall is closer the recommended range for the jobs -housing ratio but anticipated to decrease by 2.1% by the year 2045.

Table 4.14-2 Jobs -Housing Ratio (SCAG Projections)
Jurisdiction
2016
2045
Decrease
% Change
City of Beaumont

0.66 0.63
-0.02
-3.3%
Riverside County

1.03 1.01
-0.02
-2.1%
Based on values in Table 4.14-1. Calculated by Employment / Housing Units.

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■ u Environmental Impact Report 4.14 Population and Housing The imbalanced jobs -housing ratio projected for the City is indicated by the increasing population growth within the Inland Empire as families newly locate or relocate to this region to take advantage of relatively plentiful and affordable housing and favorable climate. New employment centers within the Planning Area and relocation of existing business near residential areas can slowly improve the jobs -housing balance.

SCAG projections for the region anticipate that housing-rich/job-poor areas will persist in the Inland Empire (City of Beaumont, 2020b).

B. Unincorporated Riverside County
The western portion of Riverside County includes the cities of Banning, Beaumont, Calimesa, Canyon Lake, Corona, Eastvale, Hemet, Jurupa Valley, Lake Elsinore, Menifee, Moreno Valley, Murrieta, Norco, Perris, Riverside, San Jacinto, Temecula, and Wildomar. Census Designated Places within the western portion of Riverside County include Aguanga, Anza, Cabazon, Cherry Valley, Coronita, East Hemet, El Cerrito, El Sobrante, French Valley, Good Hope, Green Acres, Highgrove, Home Gardens, Homeland, Idyllwild-Pine Cove, Lakeland Village, Lake Matthews, Lake Riverside, Lakeview, March Air Reserve Base (ARB), Meadowbrook, Mead Valley, Nuevo, Romoland, Temescal Valley, Valle Vista, Warm Springs, Winchester, and Woodcrest. Table P-3 of the Riverside County General Plan 6th Cycle Housing Element Update Housing Background Report shows the estimated population, housing units, households, and employment for the unincorporated areas of Riverside County for 2018. As shown, unincorporated Western Riverside County has a population of 252,84 1persons within 70,160 households, and 101,361 employees, and 78,231 housing units and a vacancy rate of 8.7%. Therefore, the average household for unincorporated Western Riverside County is 3.6 persons (Riverside County, 2021b).

The Project site is within the Pass Area Plan of unincorporated Riverside County (RCIT, 2020). The prevailing planning documents for the Pass Area are the Riverside County General Plan and Pass Area Plan. The Pass Area Plan includes the incorporated cities of Banning, Beaumont, and Calimesa as well as the unincorporated communities of Cherry Valley, Cabazon, and Banning Bench. As shown in Table 2 of the Pass Area Plan, Statistical Summary of the Pass Area Plan the projected development capacity of the plan if all uses are built as proposed includes 20,025 dwelling units, 54,787 residents, and 8,051 employees (Riverside County, 2017).

C. City of Beaumont
In 2020, the California Department of Finance (DOF) estimated the population in the City of Beaumont to be 51,475 individuals in 13,592 households and 474 group quarters. The City's housing demographic consists of 14,832 single-family detached residences, 310 single-family attached residences, 686 two to four family residences, 881 five plus family residences, and 523 mobile residences. The City has a total of 17,232 dwelling units and a vacancy rate of 4.8%. The average household consists of 3.14 persons (DOF, 2021).

As shown in Table 4.14-3, City of Beaumont General Plan Population, Households and Employment Projections vs. SCAG, the City's Updated General Plan projected buildout for the year 2040 exceeded the Lead Agency: City of Beaumont SCH No. 2020099007

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■ u Environmental Impact Report

4.14 Population and Housing
SCAG's 2040 projections. The City forecasts the employment housing ratio to increase to 0.93, which is closer to the recommended range for the jobs -housing ratio.

Table 4.14-3 City of Beaumont General Plan Population, Households and Employment Projections vs. SCAG
City of Beaumont
General Plan (City
limits and SOI)
SCAG 2040
Increase
% Change
Population
131,949
80,600
51,349

63.7%
Employment
38,224
18,000
20,224

1.1%
Households
40,849
27,200
13,849

51.3%
Jobs -Housing Ratio

0.93 0.66

0.27 29%
Source: (City of Beaumont, 2020b, Table 5.13-H); (SCAG, 2020) Connect SoCal figures were included in Connect SoCal's September, 2020 report and do not include the City of Beaumont's updated projections from its December, 2020 General Plan.

The City's General Plan forecast of jobs -housing ratio is anticipated to increase over SCAG projections. Although the jobs -housing ratio is still considered jobs -poor, General Plan buildout would increase the ratio much closer to 1:1, providing for a better jobs -housing balance.

4.14.2 NOTICE OF PREPARATION/SCOPING COMMENTS
A Notice of Preparation (NOP) for the Project was released for public review on September 7, 2020 and an EIR Scoping Meeting was held September 17, 2020. No comments were made during the EIR Scoping Meeting that pertain to population and housing.

One comment related to land use and planning from the Southern California Association of Governments (SCAG) was received on October 14, 2020. SCAG provided informational resources to facilitate consistency of the Project with the adopted 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy, encouraged side -by -side comparison of SCAG goals with discussions of the consistency, non -consistency, or non -applicability of the goals and supportive analysis in a table format, and recommends that the City review the Final Program Environmental Impact Report (Final PEIR) for Connect SoCal for guidance.

4.14.3 REGULATORY FRAMEWORK
The following is a brief description of the federal, State, regional, and local environmental laws and related regulations governing environmental topics related to population and housing.

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• ❑ Environmental Impact Report 4.14 Population and Housing A. Regional Regulations

1. Southern California Association of Governments (SCAG) SCAG allocates regional housing needs and the share of the regional needs to be addressed by Riverside County and its constituent cities. SCAG is a Joint Powers Agency and is the designated Council of Governments (COG), Regional Transportation Planning Agency (RTPA), and Metropolitan Planning Organization (MPO) for the six -county region of Los Angeles, Orange, Ventura, San Bernardino, Riverside, and Imperial counties. SCAG's Regional Comprehensive Plan and Guide (RCPG) and Regional Housing Needs Assessment (REINA) are tools for coordinating regional planning and housing development strategies in southern California.

On September 3, 2020, SCAG's Regional Council adopted Connect SoCal (2020-2045 Regional Transportation Plan/Sustainable Communities Strategy). Connect SoCal is intended to create a plan for integrating transportation and land use planning by bringing jobs and housing closer together which will improve regional problems including housing, traffic, air quality, greenhouse gas emissions, and other regional challenges. Connect SoCal projects growth in employment, population, and households taking into account economic and demographic trends and provides a general blueprint for where and how the southern California area will grow (SCAG, 2020).

State Housing Law (California Government Code Article 10.6, Sections 65580-65590) mandates that local governments, through COGs (council of governments), identify existing and future housing needs in a Regional Housing Needs Assessment (RHNA). SCAG's RHNA provides an allocation of the existing and future housing needs by jurisdiction; this is based on income level, existing housing needs in each city and county, and the fair share allocation of the projected regional population growth.

The allocations are driven by the intent that a better balance between jobs and housing should occur in various areas of the region and that every city and county should incur its fair share in the development of affordable housing units and in meeting future housing needs. All local governments, including the City, are required to set aside sufficient land, adopt programs, and provide funding (to the extent feasible), to facilitate and encourage housing production commensurate with that housing need. The to Cycle RHNA prepared by SCAG projects the City's share of regional housing needs for 2021-2029 as 4,210 new housing units (SCAG, 2021a).

B. Local Regulations

1. Riverside County General Plan
The County's General Plan was approved and adopted by the County on December 8, 2015. The Project site is within the Pass Area Plan of unincorporated Riverside County (RCIT, 2020). The prevailing planning documents for the Pass Area is the Riverside County General Plan and Pass Area Plan. Adopted on October 24, 2017, the Pass Area Plan is an extension of the Riverside County General Plan and Vision Statement and focuses on preserving the unique features found only in the Pass Area while accommodating future growth. The Pass Area Plan contains a Land Use Plan, statistical summaries, policies, and accompanying exhibits that describe the physical, environmental, and Lead Agency: City of Beaumont SCH No. 2020099007

■ ■ Beaumont Pointe Specific Plan
■ L Environmental Impact Report 4.14 Population and Housing regulatory characteristics of the area and future growth. According to the Pass Area Land Use Plan, the Project site is designated as Rural Mountainous (RM). The RM designation allows single-family residential uses with a minimum lot size of 10 acres. The designation allows for limited animal keeping, agriculture, recreational uses, compatible resource development (which may include the commercial extraction of mineral resources with approval of a Surface Mining Permit) and associated uses and governmental use (Riverside County, 2017).

Adopted on September 28, 2021, the County's 2021- 2029 General Plan Housing Element identifies and establishes policies intended to fulfill the housing needs of existing and future residents in Riverside County. It establishes policies that guide County decision -making and set forth an action plan to implement its housing goals. The Housing Element includes a review of previous housing goals, an assessment of the effectiveness of those goals, and an assessment of housing needs. Additionally, the Housing Element includes an inventory of resources and constraints related to meeting housing needs in Riverside County; an analysis of affordable housing developments and programs intended to preserve such housing; community goals for the maintenance, preservation, improvement and development of housing; and a program which sets forth a five-year schedule of actions that the County is undertaking or intends to undertake in implementing the polices set forth in the Housing Element (Riverside County, 2021a, p. H-3).

2. City of Beaumont General Plan
The City's General Plan was approved and adopted by the City in December 2020. The Land Use and Community Design Element (Chapter 3) of the City's General Plan was prepared according to State law, mandating that cities and counties include a Housing Element in their General Plan. The City's General Plan covers aspects of population growth, residential development trends, population characteristics, and housing unit characteristics (City of Beaumont, 2020a).

4.14.4 BASIS FOR DETERMINING SIGNIFICANCE
The City has not established local CEQA significance thresholds as described in Section 15064.7 of the CEQA Guidelines. Therefore, significance determinations utilized in this section are from Appendix G of the CEQA Guidelines. According to Section XIV of Appendix G to the CEQA Guidelines, the proposed Project would result in a significant impact to population and housing if the Project or any Project -related component would:
a) Induce substantial unplanned population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure);
b) Displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere.

Lead Agency: City of Beaumont SCH No. 2020099007

■■ Beaumont Pointe Specific Plan
Environmental Impact Report

4.14 Population and Housing

4.14.5 IMPACT ANALYSIS
Threshold a: Would the Project 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? The Project proposes to construct a maximum of 4,995,000 square feet of industrial uses and a maximum of 246,000 square feet of commercial uses plus a 125 -room hotel that are estimated to collectively generate approximately 5,456 permanent jobs. This analysis assesses whether the construction and operation of the Project would induce direct substantial unplanned population growth or indirect substantial unplanned population growth.

A. Construction
The Project would be developed over a 56 -month construction period with final buildout anticipated in 2027. Project construction activities would require contractors and laborers. It is anticipated that general construction labor would be available from the local and regional labor pool and would not result in substantial population growth because the construction workers would commute from their respective homes. Additionally, each construction phase (e.g. grading, paving, electrical etc.) requires different skills and specialties, which would be needed for the length of time of that phase. Because of that, the Project's construction phases would not result in a long-term increase in employment which could induce substantial unplanned population growth from short-term construction activities.

Therefore, the Project would not directly or indirectly induce substantial population growth in the City during construction.

8. Operation
The 539.9 -acre Project site has an existing Rural Mountainous (RM) land use designation under the County General Plan and Pass Plan, which permits one single family residence with a minimum lot size of 10 acres. Although the Project site is located in the City's SOI and outside of the City's jurisdiction, the City has established a designation for the Project site in its General Plan. As shown in Table 3.2c, the Project site, under the City's existing SOI Rural Residential 1 land use designation, would allow up to 383 dwelling units, which would generate a maximum population of approximately 1,203 residents (383 dwelling units x 3.14 persons per household = —1,203 persons) (City of Beaumont, 2020a). As such, the City's General Plan anticipated that the development of the Project site based on current planning documents would result in modest population growth.

The Project Applicant would not develop the Project site with the existing General Plan land use designation. The proposed Industrial and General Commercial land uses are evaluated below to determine whether the Project's proposed employment growth or planned infrastructure has the potential to directly or indirectly induce substantial unplanned population growth. The Project's direct and indirect impacts are discussed below.

Lead Agency: City of Beaumont SCH No. 2020099007

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Environmental Impact Report 4.14 Population and Housing

1. Direct Impacts
Under Appendix G, implementation of the Project could result in a substantial and unplanned level of population growth if estimated increase in businesses would exceed local or regional population growth projections and result in a substantial job -housing imbalance.

In 2020, the City had a population of approximately 51,475 residents and according to SCAG, growth in the City is projected to continue in the future. By 2045, the City is anticipated to have a population of 80,200 residents according to SCAG's Connect SoCal and 131,949 by 2040 based on City's estimates. Because the Project's ultimate tenant mix is currently unknown, it is speculative at this time to estimate what percentage of employees generated by the Project would originate from the City or relocate to the City, and, thus, it is not possible to quantify any specific changes to the City's population or number of households that would result from development of the Project. It is nevertheless anticipated that the employees would come from within the City or the surrounding region because there is an imbalance of jobs and housing in Western Riverside County and the jobs that an industrial and commercial project in the region is likely to provide would be consistent with the job skills of residents in the area. For example, according to SCAG's Pre -Certified Local Housing Data, Beaumont has 19,385 workers living within its borders who work across 13 major industrial sectors. The most prevalent industry is Education & Social Services with 5,714 employees (29.5% of total) and the second most prevalent industry is Retail trade with 2,593 employees (13.4% of total). Additionally, the Construction industry has 1,071 employees (0.06% of total) and the Manufacturing industry has 1,483 employees (0.08% of total). (SCAG, 2021b) The Project's employment generation would not induce substantial growth in the area because the Project would result in service -oriented and industrial -oriented jobs, which are jobs that are anticipated to be filled by existing and future residents of the City and surrounding area.

According to the Bureau of Labor Statistics (BLS), in August 2021, the Riverside -San Bernardino - Ontario region's civilian labor force exceeded 2,090,800 persons with more than 1,931,500 people employed and an unemployment rate of 7.6% (or 159,300 persons) (BLS, 2021). Accordingly, the Riverside -San Bernardino -Ontario region contains an ample supply of potential employees under existing conditions and the Project's labor demand is not expected to draw a substantial number of new, unplanned residents to the area. Furthermore, approximately 91.1% of Beaumont residents commute outside of the City for work and more housing units are expected to be built within the City over the next 20 years. The Project would provide job opportunities close to home for existing and future Beaumont residents, which would subsequently help achieve a better job -to -housing balance within the City, as analyzed below.

Lead Agency: City of Beaumont SCH No. 2020099007

■ ■ Beaumont Pointe Specific Plan
■ D Environmental Impact Report 4.14 Population and Housing At full -Project build out, the Project is estimated to generate approximately 5,456 permanent jobs.' As discussed previously, SCAG forecasted 15,900 jobs in the City by the year 2045; the Project's proposed jobs would represent approximately 34% of SCAG's forecast.

The City's December 2020 Updated General Plan contains newer projections than SCAG used. The Updated General Plan forecasted that the City would provide 21,497 jobs within the City limits (exceeding SCAG forecasts) and 16,727 jobs within the SOI, totaling 38,224 jobs within the City and its SOI by 2040 (City of Beaumont, 2020b). The City General Plan forecasted 22,774 more jobs as compared to SCAG's job forecast for the City. As such, the Project's proposed 5,456 total jobs were anticipated by the City's General Plan and represent approximately 33% of the anticipated jobs within the City's SOI and approximately 14% of the City's total job pool. Therefore, the Project's employment is within both SCAG and City growth forecasts.

As shown in Table 4.14-4, Estimated Population and Housing Growth in Beaumont with Projec, the City has jobs -housing ratio of 0.61 (existing) and 0.93 (buildout year), which is still below the recommended jobs -housing ratio range of 1.0. The Project would contribute new employment to a housing -rich area contributing to an improved jobs -housing ratio of 0.92 for the City under existing plus Project conditions and 0.93 at Project buildout. Therefore, the Project would have a beneficial impact on the City's jobs -housing ratio and contribute to the City goal of reaching the recommended jobs -housing ratio of approximately 1.0.

Table 4.14-4 Estimated Population and Housing Growth in Beaumont with Project Existing
(2020/21)
Buildout Year
(2027) Without
Project2
Existing (2021)
Plus Project
Buildout Year

(2027) Plus Project
City of Beaumont
General Plan
(2040)
Population
51,4751
58,757
51,475
58,757
131,949
Household
17,2321
19,487
17,232
19,487
40,849
Employment
10,4402
12,808
15,896
18,264
38,224
Job -Housing
Ratio

0.61 0.66

0.92 0.93

0.93 1 Values are from the California Department of Finance (DOF), as shown in Section 4.14.1C. 2 These values are prorated from SCAG's demographic data contained in Table 4.14-1.

In summary, the Project would be within the anticipated business growth projections of the City and would contribute to a more balanced job -housing ratio. Therefore, the Project would not result in substantial unplanned population growth. Impacts would be less than significant. 1 Based on standard employment factors in the City's General Plan. Specifically, 1,000 s.f./employee for 4,500,000 s.f. Industrial Warehouse, 750 s.f./employee for 500,000 s.f. General Light Industrial, and 1,163 s.f./employee for 336,000 s.f. of Commercial.

Lead Agency: City of Beaumont SCH No. 2020099007

■ ■ Beaumont Pointe Specific Plan
•
Environmental Impact Report 4.14 Population and Housing

2. Indirect Impacts
Implementation of the Project could result in a substantial and unplanned level of growth if it would result in the extension of new roads or other infrastructure that could induce population growth. As detailed in Section 3.0, Project Description, of this EIR, the Project would require construction of roadways and utility infrastructure to serve the development.

Figure 3-8, Conceptual Circulation Plan, shows the Project's proposed circulation and roadway sizes and classifications. As shown, the Project would construct four main roadways for on -site circulation - 4th Street, Jack Rabbit Trail, Entertainment Avenue, and Industrial Way. The main roadway that would provide access to the Project site is 4th Street, which would be constructed from Jack Rabbit Trail at the easterly edge of the Project site to provide a looped road system around the entire site. Since all proposed roadways would be constructed on site and for the exclusive purpose of serving the proposed development, the Project would not create major new infrastructure that could result in substantial, unplanned growth.

Water, reclaimed water, and sewer infrastructure is currently under construction to the center line of 4th Street 350 feet east of the eastern boundary of the Project site. As shown in Figures 3-9, 3-10, and 3-11, the proposed potable water, reclaimed water, and sewer system would connect to infrastructure lines from the Hidden Canyon Industrial Park project located immediately to the east to the Project to provide service to the Project site. The Project site is located at the end of a cul-de-sac and is surrounded by existing development to the east, the SR -60 to the north, and MSHCP conservation land to the west and to the south/southwest of the site, with rural mountainous lands directly to the south/southeast.

Therefore, infrastructure would not extend beyond the Project site and induce population growth. Since all proposed utility infrastructure would connect to lines at the eastern edge of the Project site and would exclusively serve the proposed development, this Project infrastructure would not indirectly induce substantial unplanned population growth.

3. Summary
Based on the foregoing analysis, the Project is not expected to be a catalyst for any substantial, unplanned population increases. Based on the foregoing analysis, neither the Project nor any Project - related component would directly or indirectly result in substantial unplanned population growth that would cause a significant impact to the environment. Impacts would be less than significant.

Threshold b: Would the Project displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere? Under existing conditions, the Project site is uninhabited, disturbed, and vacant. The Project site does not contain any existing structures, including residential structures. Therefore, implementation of the Project would not displace a substantial number of existing people or housing. As such, the implementation of the Project would not necessitate construction of replacement housing elsewhere.

No impacts would occur.

Lead Agency: City of Beaumont
SCH No. 2020099007

■■ Beaumont Pointe Specific Plan
MOEnvironmental Impact Report 4.14 Population and Housing

4.14.6 CUMULATIVE IMPACT ANALYSIS
The Project's employment generation would not induce substantial growth in the area because the Project would result in service -oriented industrial -oriented jobs, which are jobs that are anticipated to be filled by existing and future residents of the City and surrounding area who live in the area due to the presence and planned construction of more affordable housing units, and it is not anticipated to attract new residents to move to the City or immediate surrounding area to become employees. The Project most likely would supply employment opportunities to people already residing in the area.

With the related projects (see Section 4.0, for the related projects list), there would be an increase of 13,317 residential units, 6,318,000 square feet of industrial uses, and 60,899 square feet of commercial uses. The related projects' industrial and commercial uses would generate approximately 6,370 jobs2, which when combined with the Project, results in 11,826 jobs.3 As shown in Table 4.14-5, Cumulative Projects Population, Housing, and Employment Growth Trends in Beaumont, the projected population, housing units, and employment growth generated by the Project and related projects would be within the anticipated growth for the City. Additionally, by adding housing and non-residential uses in the City, the Project, along with related projects, would increase the City's jobs -housing ratio from 0.66 (Buildout Year Without Project) to 0.75 (Buildout Year With Project Plus Related Projects), which is within the City's projected growth of 0.93 in 2040. The increase in housing and jobs from the related projects and jobs generated by the Project would contribute to the City's projected growth and jobs - housing ratio. Therefore, the Project with related projects would improve the City's jobs -housing balance and impacts would be less than significant.

Table 4.14-5 Cumulative Projects Population, Housing, and Employment Growth Trends in Beaumont
Existing
(2020/21)
Buildout Year
(2027) Without
Project2
Project + Related
Projects in
Beaumont
Buildout Year
(2027) Plus
Related
Projects
City of
Beaumont
General Plan
(2040)
SCAG Growth
Projections (2045)
Population
51,475'
58,787
41,8153
100,602
131,949
80,200
Housing Units
17,232'
19,487
13,317
32,804
40,849
25,100
Employment
10,4402
12,808
11,826
24,634
38,224
15,900
Job -Housing
Ratio

0.61 0.66
-

0.75 0.93

0.63 ' Values are from the California Depaitciient of Finance (DOE), as shown in Section 4.14.1C. 2 These values are prorated from SCAG's demographic data contained in Table 4.14-1. 3 13,317 dwelling units x 3.14 persons per household = —41,815 persons 2 Based on standard employment factor's in the City's General Plan. Specifically, 1,000 s.f./employee for 6,318,000 s.f. Industrial Warehouse, and 1,163 s.f./employee for 336,000 s.f. of Commercial. 3 6,370 jobs (related projects) + 5,456 jobs (Project -related) = 11,826 Lead Agency: City of Beaumont SCH No. 2020099007

■ ■ Beaumont Pointe Specific Plan
•
Environmental Impact Report 4.14 Population and Housing The Project plus related projects are based on the more recent projections from the City's General Plan.

These figures exceed SCAG's growth projections for the City in 2045, but as determined by the City's updated numbers, the cumulative growth would improve the City's projected jobs -housing ratio from

0.63 to 0.75 at Project buildout and the goal of 1.0 jobs -housing ratio in 2040. Because the jobs generated by the Project are anticipated in the City's projections and would improve the City's and SCAG's projected jobs -housing ratio, Project impacts would be less than significant.

Population growth in the City and surrounding areas resulting from the employment opportunities offered at the Project site are not expected. The City and surrounding area have an ample supply of housing (with additional housing development expected in the City into the future) to accommodate population growth that is anticipated to occur whether or not the Project proceeds. Therefore, the Project would not induce substantial population growth. The creation of employment opportunities would benefit the City and the larger Inland Empire region by helping to achieve a better j obs-to- housing balance. The Project does not propose construction of new homes or dwelling units that would directly introduce new residents to the area. As such, the Project's contribution to unplanned housing and population growth would not be cumulatively considerable.

Under existing conditions, the Project site is undeveloped and vacant. There are no existing people or housing located on site. As such, the Project has no potential to contribute to a cumulatively significant impact associated with the need to construct unplanned housing units.

4.14.7 SIGNIFICANCE OF IMPACTS BEFORE MITIGATION
Threshold a: Less -than -Significant Impact. The jobs generated by the Project are expected to be filled by the existing labor force in the City and the larger Inland Empire area from the east via State Highway (SR -60) Freeway and Interstate 10. Project generated jobs are within the SCAG's and City's growth projections and the Project would improve the job -housing balance in the City. Accordingly, the Project would not induce substantial unplanned population growth and impacts would be less than significant.

Thresholds b: No impact. The Project site does not contain any existing structures, including structures relating to residential uses. The implementation of the Project would not displace substantial numbers of existing people or housing necessitating the construction of replacement housing elsewhere. No impacts would occur.

4.14.8 MITIGATION
Impacts would be less than significant and mitigation is not required.

4.14.9 SIGNIFICANCE OF IMPACTS AFTER MITIGATION
Impacts would be less than significant and mitigation is not required.

Lead Agency: City of Beaumont SCH No. 2020099007

ME
MD
Beaumont Pointe Specific Plan
Environmental Impact Report 4.15 Public Services

4.15 PUBLIC SERVICES
The following analysis is based on information obtained from a technical report entitled, Fire Protection Plan Beaumont Pointe Specific Plan, which was prepared by Dudek, is dated December 2021, and is included as Technical Appendix M1 to this Environmental Impact Report (EIR) (Dudek, 2022); Public Service Correspondences (included as Technical Appendix 0 to this EIR); Google Earth (Google Earth, 2021); City General Plan (City of Beaumont, 2020a); City of Beaumont Municipal Code (City of Beaumont, 2021); Beaumont Unified School District (BUSD, 2021); and Riverside County Fire Department (RCFD, n.d.). All references used in this section are listed in EIR Section 7.0, References.

4.15.1 EXISTING CONDITIONS
In 2020, the California Department of Finance (DOF) estimated the population in the City of Beaumont to be 51,475 individuals in 13,592 households. The City's housing demographic consists of 14,832 single-family detached residences, 310 single-family attached residences, 686 two -to -four family residences, 881 five -plus family residences, and 523 mobile residences. The City has a total of 17,232 dwelling units and a vacancy rate of 4.8%. Therefore, the average household consists of 3.18 persons (DOF, 2021).

A. Fire Protection Services

1. Fire Stations, Staffing, and Equipment
The City of Beaumont contracts with the Riverside County Fire Department (RCFD) in conjunction with CalFire for Citywide fire protection, emergency medical services, and fire safety education.

Additionally, the United States Forest Service, a federal agency, manages nearby public land in national forests and grasslands. As shown in Table 4.15-1, Riverside County Fire Department Stations, there are two fire stations within the City limits: Station 66 and Station 20. Station 66, located at 628 Maple Avenue, is staffed 24/7 with career firefighters and would provide initial response. Station 66 has one staffed Type 1 engine, one Type I engine (unstaffed reserve), and one squad unit (also not staffed) and can respond within 7 minutes to the proposed entrance of the Project site. (Dudek, 2022).

RCFD engine companies are also advanced life support paramedic assessment units. Riverside County resources include 30 battalion chiefs, two medical squads, eight truck companies, and two hazmat units (City of Beaumont, 2020b, pp. 5.14-2).

Secondary response would be provided from RCFD Station 20, which is located at 1550 E. 6th Street in Beaumont, and can respond within approximately 9 minutes to the Project entrance. Beaumont Station 20 has one staffed Type 1 engine, two staffed Type 3 engines, and a state-owned dozer and dozer tender. According to the Final Municipal Services Review (prepared by the Riverside Local Agency Formation Commission) published in 2017, the City is in discussions with a private landowner to dedicate five acres in the western area of the City for a fire station (City of Beaumont, 2020b, pp.

5.14-2).

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■ ■ Beaumont Pointe Specific Plan
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Environmental Impact Report

4.15 Public Services
Table 4.15-1 Riverside County Fire Department Stations
Station
No.

Location
Equipment
(Engine Number)
Staffing,
Maximum Travel
Distance**
Travel Time Z
66 628 Maple Avenue
Beaumont, CA 92223
E66
One staffed Type 1
engine; three staff
total.

3.7 miles

6.94 20
1550 E. 6th Street
Beaumont, CA 92223
E20, E3160,
E3170
One staffed Type 1
engine, two staffed
Type 3 engines; 11
staff total.

5.0 miles

9.15 1 Staffing levels from 2016 RCFD Tri Data Report.
2 Assumes travel distance and time to the Project site entrance under current conditions.

Source: (Dudek, 2022, Table 5)
Within the area's emergency services system, fire and emergency medical services are also provided by other Riverside County Fire Stations. Generally, each agency is responsible for structural fire protection and wildland fire protection within their area of responsibility. However, mutual aid agreements enable non -lead fire agencies to respond to fire emergencies outside their district boundaries. In the Project area, fire agencies cooperate under a statewide master mutual aid agreement for wildland fires. There are also mutual aid agreements in place with neighboring fire agencies and typically interdependencies that exist among the region's fire protection agencies for structural and medical responses; these are primarily associated with the peripheral "edges" of each agency's boundary (Dudek, 2022).

2. Calls for Service and Response Times
According to the RCFD 2016 TriData Report, units should travel to calls within the defined response time goal for the appropriate population density classification 80% of the time. As noted in the report, Station 66 was in compliance of meeting the defined response time 81.4% of the time and Station 20 was in compliance 83.9% of the time. Additionally, areas that have fewer units available or are farther from neighboring stations are more impacted than others by an increase in emergency calls. They have greater workload sensitivity —as the workload increases their ability to meet the demand decreases.

Station 66 is considered to have a low sensitivity workload, and Station 20 is considered to have moderate sensitivity, both with the capacity for more workload (Dudek, 2022).

Based on the 2017 RCFD Annual Report, the following shows the per capita data for 2017 from RCFD calls within their jurisdiction:
• Total population served by: 46,712 (as of 2015, RCFD 2016 TriData Report) • Total annual calls: 3,225. Per capita call generation: 0.07 • Total annual fire calls, including structure, vegetation, vehicle fires, and other fire calls (2.60% of total calls): 84. Per capita call generation: 0.002 Lead Agency: City of Beaumont SCH No. 2020099007

■■ Beaumont Pointe Specific Plan
Environmental Impact Report 4.15 Public Services
• Total annual Emergency Medical Services (75% of total calls): 2,429. Per capita call generation: 0.052
• Total other calls (Rescue, Traffic Collisions, Hazardous Materials, Public Service, etc.;

22.1% of total calls): 712. Per capita call generation: 0.015 (Dudek, 2022)

8. Police Protection Services
Under existing conditions, the Project site places no demand on the police department because the Project site is undeveloped and vacant. The Beaumont Police Department (BPD) provides police services to the Project site. The Beaumont Police Department Station is located at 660 Orange Ave, Beaumont (approximately 3.6 roadway miles east of the Project site) (Google Earth, 2021). BPD currently operates with a total of 38 sworn staff members and includes: patrol officers, detectives, and a sergeant; task force members; motor officers; community policing team member; multiple enforcement team members; and a K-9 unit. Additionally, the BPD staffs a total of 18 non -sworn staff members which includes: three animal control officers (Beaumont and two City contracts); one tribal contract; one code enforcement officer; one police analyst; one support services supervisor; eight dispatchers; one training manager, two records staff, and one evidence clerk. (City of Beaumont, 2020b) BPD has a three -minute response time objective. As of 2017, the BPD met this goal with average response times of three minutes for in -progress calls (City of Beaumont, 2020a).

1. Crime Statistics and Calls for Service
Crime statistics and calls for service gathered by BPD from 2017-2020 are listed below in Table 4.15- 2, 2018-2020 Crime Statistics. As shown, the number of crimes rose in 2018 and 2019, but decreased significantly in 2020. Similarly, calls for services increased between 2018 and 2019, but decreased in the following year. BPD's response time goal for emergency call is less than 4 minutes and varies based on priority for non -emergency calls.

Table 4.15-2 2018-2020 Crime Statistics
2017
2018
2019
2020
Homicide
1 0
2 2
Rape
13 12
11 6
Robbery
10 12
27 15
Felony Assaults
111
130
28 48
Arson
1 1
9 4
Burglary
142
126
132
74 Larceny
407
430
411
4 Vehicle Theft
36 94
159
74 Total
721
805
779
227
Calls for Service
19,519
19,594
20,715
10,205
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Officer Initiated
17,425
14,741
10,360
3,464
Sources: (BPD, 2018 BPD, 2019; BPD, 2020)
C. School Services
Under existing conditions, the Project site places no demand on the public school system because the Project site is undeveloped and vacant. The Project site is within the attendance boundaries of Beaumont Unified School District (BUSD). Currently, BUSD operates seven elementary schools, two middle schools, one high school, two alternative high schools and an extensive preschool and adult education program (City of Beaumont, 2020a, p. 187).

The elementary schools serving the Project site are Tournament Hills Elementary School, located at 36611 Champions Drive, Beaumont, and Three Rings Ranch Elementary School, located at 1040 Claiborne Avenue, Beaumont. The middle school serving the Project site is Mountain View Middle School, located at 200 West Cougar Way, Beaumont. The high school serving the Project site is Beaumont High School located at 39139 Cherry Valley Boulevard, Beaumont (BUSD, 2021).

1. Capacity and Enrollment
As shown in Table 4.15-3, BUSD School Capacity and Enrollment (2020-2021), there is adequate capacity at all school levels for the 2020/2021 school year. In the next five years, BUSD expects to continue experience growth. The BUSD's 2021 School Facility Needs Analysis identifies that BUSD can expect an additional 11,695 residential units through calendar year 2045 (SDFA, 2021).

Table 4.15-3 BUSD School Capacity and Enrollment (2020-2021) School Level
2020/2021 Facility
Capacity
2020/2021 Student
Enrollment
Capacity Excess
or (Shortage)
Elementary (Grades K-6)
5,577
5,226
351
Middle School (Grades 7-8)
2,957
2,636
321
High School (Grades 9-12)
3,325
3,290
35 Total
11,859
11,152
707
Source: (SDFA, 2021, Table 9)
D. Parks
Under existing conditions, the Project site places no demand on the County and City park systems because the Project site is undeveloped and vacant. As described in the Section 4.16, Recreation, of this EIR, the Project site does not currently contain any public parkland or public recreational facilities and is not proposed to contain any such facilities in the future. The nearest recreational facilities to the Project site include:

Noble Creek Park located approximately 3.0 miles northeast of the Project site; City of Beaumont Sports Park located approximately 3.7 -mile northeast of the Project site; Palmer Park located Lead Agency: City of Beaumont SCH No. 2020099007

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approximately 1.3 miles north of the Project site, and Trevino Park located approximately 1.5 miles northeast of the Project site. Refer to EIR Section 4.16, Recreation, for a more detailed discussion regarding parks and recreational facilities in the region.

E. Other Public Facilities
Under existing conditions, the Project site places no demand on the County library system because the Project site is undeveloped and vacant. Upon annexation into the City, the Project site would be served by the Beaumont Library District (BLD), which provides library services to the City of Beaumont, unincorporated Cherry Valley, part of the City of Banning, and unincorporated areas of Riverside County. The Beaumont Library, located at 125 E. 81h Street (approximately 3.2 roadway miles east of the Project site), currently serves over 80,000 residents in these areas. Beaumont Library provides services for adults as well as children and teens with a total of 56,745 volumes and has 14,490 registered borrowers utilizing the collections. As of the most recent data published for 2015, the library circulated approximately 64,300 children's books and 30,250 adult books, in addition to other items such as DVDs, audio books, and use of library equipment. Currently, the Library building is about 12,000 square feet or 0.17 square feet per capita. Over the last several years, architectural plans and drawings for a building totaling slightly more than 40,000 square feet have been developed. (City of Beaumont, 2020a)

4.15.2 NOTICE OF PREPARATION/SCOPING COMMENTS
A Notice of Preparation for the Project was released for public review on September 7, 2020 and an EIR Scoping Meeting was held September 17, 2020. No comments were made during the EIR Scoping Meeting that pertain to public services.

4.15.3 REGULATORY FRAMEWORK
The following is a brief description of the federal, State, regional, and local environmental laws and related regulations related to public services.

A. State

1. Fire Protection Services
❑ Public Resources Code Sections 4290-4299
This portion of the Public Resources Code requires minimum statewide fire safety standards pertaining to: road standards for fire equipment access; standards for signs identifying streets, roads, and buildings; minimum private water supply reserves for emergency fire use; and fuel breaks and greenbelts. With certain exceptions, all new construction in potential wildland fire areas is required to meet the statewide standards. State requirements, however, do not supersede more restrictive local regulations.

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❑ Public Resources Code Sections 4102-4127 - State Responsibility Areas (SRAs) Public Resources Code Section 4102 specifies that 'State responsibility areas' means areas of the state in which the financial responsibility of preventing and suppressing fires has been determined by the [State Fire] Board pursuant to Section 4125, to be primarily the responsibility of the state." These areas may contain state or privately -owned forest, watershed, and rangeland. Sections 4126-4127 of the Public Resources Code further specify the standards that define what does and does not constitute an SRA. The Project is currently located in a Very High Fire Hazard Severity Zone (VHFHSZ) and High Fire Hazard Severity Zone within an SRA by the Riverside County General Plan and CalFire. ❑ California Code of Regulations (CCR) Title 24, Parts 2 and 9 — Fire Codes Part 2 of Title 24 of the CCR refers to the California Building Code which contains complete regulations and general construction building standards of State of California adopting agencies, including administrative, fire and life safety and field inspection provisions. Part 2 was updated in 2008 to reflect changes in the base document from the Uniform Building Code to the International Building Code. Part 9 refers to the California Fire Code, which contains other fire safety -related building standards. In particular, Chapter 7A, "Materials and Construction Methods for Exterior Wildfire Exposure," in the 2010 California Building Code addresses fire safety standards for new construction and Section 701A.3.2 addresses "New Buildings Located in Any Fire Hazard Severity Zone." ❑ CCR Title 14 — Natural Resources
These regulations constitute the basic wildland fire protection standards of the California Board of Forestry. They were prepared and adopted to establish minimum wildfire protection standards in conjunction with building, construction, and development within SRAs. Among other things, Title 14 requires the design and construction of structures, subdivisions, and developments in an SRA provide for basic emergency access and perimeter wildfire protection measures (fire fuel modification zones, etc.).
❑ California Government Code (CGC) Sections 51178-51179 — Very High Fire Hazard Severity Zones
Section 51178 specifies that the Director of CalFire, in cooperation with local fire authorities, must identify areas that are Very High Fire Hazard Severity Zones (VHFHSZs) in Local Responsibility Areas (LRAs), based on consistent statewide criteria and the expected severity of fire hazard. It further specifies that VHFHSZs "shall be based on fuel loading, slope, fire weather and other relevant factors," including areas subject to Santa Ana winds which are a "major cause of wildfire spread." Section 51179 states that a local agency must also designate (and map) the VHFHSZs in its jurisdiction by ordinance.

Other portions of the Government Code outline when a local agency may use its discretion to exclude areas from VHFHSZ requirements or add areas not designated by the State of California to its VHFHSZ areas.

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❑ CGC Section 51182 — Defensible Space
Pursuant to this code, a person who "owns, leases, controls, operates or maintains an occupied dwelling or occupied structure in, upon or adjoining a mountainous area, forest -covered land, brush -covered land, grass -covered land or land that is covered with flammable material" in a very high fire hazard severity zone designated by the local agency pursuant to Section 51179, shall at all times maintain a specified amount of "defensible space" to protect structures in high fire hazard areas. ❑ CGC Section 66474.02
Before approving a tentative or parcel map for land within a SRA or VHFHSZ, as defined in Section 51177, the local agency must (subject to certain limited exceptions) find that (1) the subdivision and each lot within it are consistent with applicable state fire regulations, (2) state or local fire protection services will be available, and (3) to the extent practicable, ingress and egress meet state and local fire emergency access requirements.
❑ Health and Safety Code Section 13159.5
Senate Bill 190 was signed into law October 2, 2019, and requires the Office of the State Fire Marshal to develop; in consultation with representatives from local, state, and federal fire services, local government, building officials, utility companies, the building industry, insurers and insurance research organizations, and the environmental community; a model defensible space program to be made available for use by a city, county, or city and county in the enforcement of the defensible space provisions. The bill also adds Health and Safety Code Section 13159.5 to require the Office of the State Fire Marshal to development and make available on its website a Wildland-Urban Interface Fire Safety Building Standards Compliance training intended for use in the training of local building officials, builders, and fire service personnel.
❑ Public Resources Code Section 4213 - Fire Prevention Fees Pursuant to Public Resources Code Section 4213, in July of 2011, the State of California began assessing an annual "Fire Prevention Fee" for all habitable structures within the State's Responsibility Area (SRA) to pay for fire prevention services. The SRA is the portion of the state where the State of California is financially responsible for the prevention and suppression of wildfires. The SRA does not include lands within incorporated city boundaries, Tribal or federally owned land. As of 2013, the fee is up to $150 per habitable structure (i.e., a building that can be occupied for residential use, which does not include incidental buildings such as detached garages, barns, outdoor bathrooms, sheds, etc.).

2. School Services
❑ Assembly Bill (AB) 16
In 2002, AB 16 created the Critically Overcrowded School Facilities program, which supplements the new construction provisions within the School Facilities Program (SFP). The SFP provides State of California funding assistance for new facility construction projects and modernization projects. The Critically Overcrowded School Facilities program allows school districts with critically overcrowded Lead Agency: City of Beaumont SCH No. 2020099007

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school facilities, as determined by the California Department of Education (CDE), to apply for new construction projects in advance of meeting all SFP new construction program requirements. Districts with SFP new construction eligibility and school sites included on a CDE list of source schools may apply.
❑ Leroy F. Greene School Facilities Act of 1998 (Senate Bill (SW 50) Senate Bill 50 (SB 50) was enacted by the State Legislature in 1998, which amended existing state law governing school fees. In particular, SB 50 amended prior California Government Code (CGC) Section 65995(a) to prohibit state or local agencies from imposing school impact mitigation fees, dedications, or other requirements in excess of those provided in the statute in connection with "any legislative or adjudicative act...by any state or local agency involving...the planning, use, or development of real property...."
The legislation also amended CGC Section 65996(b) to prohibit local agencies from using the inadequacy of school facilities as a basis for denying or conditioning approvals of any "legislative or adjudicative act [involving] the planning, use or development of real property." Further, SB 50 established the base amount of allowable developer fees: $1.93 per square foot for residential construction and $0.31 per square foot for commercial. These base amounts are commonly called "Level 1 fees" and are the same caps that were in place at the time SB 50 was enacted. Level 1 fees are subject to inflation adjustment every two years.

In certain circumstances, for residential construction, school districts can impose fees that are higher than Level 1 fees. School districts can impose Level 2 fees, which are equal to 50% of land and construction costs if they: (1) prepare and adopt a school needs analysis for facilities; (2) are determined by the State Allocation Board to be eligible to impose these fees; and (3) meet at least two of the following four conditions:
• At least 30% of the district's students are on a multi -track year-round schedule. • The district has placed on the ballot within the previous four years a local school bond that received at least 50% of the votes cast.
• The district has passed bonds equal to 30% of its bonding capacity. • Or, at least 20% of the district's teaching stations are relocatable classrooms.

Additionally, if the State of California's bond funds are exhausted, a school district that is eligible to impose Level 2 fees is authorized to impose even higher fees. Commonly referred to as "Level 3 fees," these fees are equal to 100% of land and construction costs of new schools required as a result of new developments.

8. Local

1. City of Beaumont General Plan
The General Plan identifies goals related to public services throughout its elements. The Project - applicable goals and policies and a discussion of the Project's consistency are discussed in Table 4.11 - Lead Agency: City of Beaumont SCH No. 2020099007

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1, General Plan Applicability Analysis, in EIR Section 4.11, Land Use and Planning. The specific General Plan policies related to utilities and service system that are relevant to the Project are as follows:

Goal 7.10 Access to high -quality education and community services for all residents.

Policy 7.10.1 Work with the Beaumont Unified School District to anticipate potential adjustments in new student enrollment and potential impacts on existing schools.

Goal 9.1 A City with a high standard of law enforcement services that has a focus on community -based crime prevention.

Policy 9.1.1 Maintain sufficient levels of City law enforcement services and facilities to support existing residents and future growth. Coordinate with the Riverside County Sheriff in its efforts to provide adequate law enforcement services within the City's Sphere of Influence.

Goal 9.2 A City with improved community safety and reduced opportunities for criminal activity through appropriate physical design.

Policy 9.2.1 Implement Crime Prevention Through Environmental Design (CPTED) principles with:
• Site design techniques that maximize natural surveillance and reduce the potential for criminal activity.
• Policies and regulations that encourage a mixture of compatible land uses to promote visibility and higher levels of activity and increase the safety of public use areas and of pedestrian travel.
• Improve lighting and nighttime security across all City neighborhoods, especially in existing or potential crime problem areas.
• Involve the City's Police Department in the development review process for evaluation of building and site plan vulnerabilities to criminal activities, especially for public areas within developments.

Goal 9.5 A City with enhanced fire and emergency response services.

Policy 9.5.1 Ensure that the locations of new and existing fire protection facilities provide a consistent level of service across the City. Fund and support new fire stations, personnel, and equipment as needed to meet NFPA and County Fire response standards. Partner with CAL FIRE to establish minimum staffing levels for each fire company or each duty shift.

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Policy 9.5.2 Increase Fire Department resources and facilities to the western portion of Beaumont to decrease current response times to the targeted response time of five minutes.

Policy 9.5.3 Provide an adequate level of paramedic service for emergency medical aid for patients.

2. City of Beaumont Municipal Code
The City of Beaumont Municipal Code identifies polices related to public services. The specific Municipal Code policy that is relevant to the Project is as follows:

Title 3 — Revenue and Finance. Title 3 enables the City to charge fees for licenses and permits and other certain services are provided by the City. The fees, charges, and taxes are used for the purpose of raising revenue, providing police regulation, and protecting the public health, safety, and welfare. The City Development Related Fee Schedule adopted July 1, 2020 shows fees for Fire Protection, Police Facilities, and Public Facilities.

Chapter 3.36 — Emergency Preparedness Facilities Fees. City Council finds that the cumulative impact of all new development under the General Plan will result in population growth that will overwhelm the City's ability to temporarily care for and shelter victims of disaster and other emergencies. To prevent these undesirable consequences, Emergency Preparedness Centers must be provided at a rate which will accommodate the expected growth in the City. The City Council acknowledges that the demand for such Center is shared by new development as well as by existing development. The proposed facilities fee apportions the cost of the necessary public improvements among the different categories of new and existing users according to the reasonably estimated demand that each group of users places upon such facilities.

Chapter 15.20 — Fire Code. The California Fire Code, Title 24, California Code of Regulations, Part 9, including Chapter 1, Division II — Scope and Administration, except that Section 103.2 and 109.3 are not adopted, and Chapters 3, 25, and Sections 403.12, 503, 510.2, and 1103.2 are adopted, including any and all amendments set forth in Chapter 15.20, including any and all amendments thereto that may hereafter be made and adopted by the State of California, is adopted as the City Fire Code.

4.15.4 BASIS FOR DETERMINING SIGNIFICANCE
The City has not established local CEQA significance thresholds as described in Section 15064.7 of the CEQA Guidelines. Therefore, significance determinations utilized in this section are from Appendix G of the CEQA Guidelines. According to Section XIV of Appendix G to the CEQA Guidelines, the Project would result in a significant impact to public services if the Project or any Project -related component would:
a. Result in substantial adverse physical impacts associated with the provision of new or physically altered government facilities or the need for new or physically altered governmental Lead Agency: City of Beaumont SCH No. 2020099007

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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:
i. Fire Protection Services;
ii. Police Protection Services;
iii. School Services;
iv. Parks; or
v. Other Public Facilities

4.15.5 IMPACT ANALYSIS
Threshold a:

Would the Project result in substantial adverse physical impacts associated with the provision of new or physically altered government facilities or the 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:
i. Fire Protection Services;
ii. Police Protection Services;
iii. School Services;
iv. Parks; or
v. Other Public Facilities
The Project would allow for the development on the Project site of a maximum of 246,000 square feet (sf) of general commercial uses in addition to a 125 -room hotel (90,000 sf) and a maximum of 4,995,000 sf of industrial uses. The Project would provide 124.7 acres of open space to accommodate landscaped manufactured slopes, fuel modification areas, and natural open space as a buffer to adjacent conservation area and 152.4 acres of open space — conservation. The Project does not include construction of new fire station, police, school, public park or recreation or other public facilities.

The Project impacts would arise from the construction and operation of commercial and industrial uses at the Project site. The Project does not propose the construction of new homes or dwelling units that would directly introduce new residents to the area. Additionally, the Project's employment generation would not induce substantial residential population growth in the area because: 1) it is anticipated in the business growth projections of the City, 2) it would contribute to a more balanced job -housing ratio, and 3) the Project would result in service -oriented and industrial -oriented jobs, which are anticipated to attract employees from City and surrounding area (see Section 4.14, Population and Housing, of this EIR). The Project would supply employment opportunities to people already residing in the area.

A. Fire Protection Services
The Project is currently located in the jurisdiction of the County of Riverside, and as it is unincorporated, is in a State Responsibility Area and serviced by the RCFD. The Project site is Lead Agency: City of Beaumont SCH No. 2020099007

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classified as a Very High Fire Hazard Severity Zone (VHFHSZ) and High Fire Hazard Severity Zone (HFHSZ) within a SRA. With implementation of the Project, the Project site would be annexed into the City of Beaumont. Development of the Project is expected to create the typical range of fire and emergency service calls, and would increase call volumes, which impacts response times for emergency and non -emergency services. As stated, the RCFD provides fire protection services to the Project area.

Following annexation, the Project site would continue to be primarily served by the Riverside County Fire Station (Station No. 66), an existing station located approximately 3.6 roadway miles east of the Project site and secondarily served by Station 20, located approximately 5 roadway miles east of the Project site (Google Earth, 2021). As discussed previously, Station 66 is considered to have a low sensitivity workload, and Station 20 is considered to have moderate sensitivity with the capacity for more workload.

Development of the Project would impact fire services by placing an additional demand on existing RCFD resources and personnel but would not increase the level of personnel or resources beyond that currently provided by these stations.

Based on the per capita data from Section 4.15.1A.2) above, the estimated annual emergency call volume generated by the Project was calculated. As discussed in Section 4.14, Population and Housing, the Project is estimated to generate approximately 5,456 permanent jobs at Project buildout.

The number on site at any given time may likely be half the estimated employee population, due to employee shift work, estimated transient population and operating hours of individual businesses.

Based on this information, the total maximum estimated total population (which includes employees and transient use) of the Project site at any given time, is projected to be 2,728 persons. Based on this population estimate, the calculated call volumes by type of call are provided in 0, Project Estimated Call Volumes, which shows the estimated annual call volumes.

Table 4.15-4 Project Estimated CaII Volumes
Type of Call
Per Capita Call
Generation Factor
Number of Estimated
Annual Calls
(2,728 persons)
Total Other

0.015
41 Total Fire

0.002
6 Total EMS

0.052
142
Total

0.07 191
Source: (Dudek, 2022)
Based on the assumptions above, the Project development is estimated to increase call volume up to 191 calls per year (4 calls per week or 16 calls per month). In 2017, Fire Stations 66 and 20 had a combined emergency responses of 4,943 calls per year (1,982 and 2,961 respectively), or 5.43 and 8.11 Lead Agency: City of Beaumont
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calls per day per station, respectively. The level of service demand for the Project raises overall call volume, but is not anticipated to impact the existing fire stations to a point that they cannot meet the demand. For perspective, five calls per day are typical in an urban or suburban area. A busy fire station company would be one with 10 to 15 or more calls per day. Upon buildout of the Project site, Fire Station 66 could respond to an additional 4 calls per week, although the number will likely be lower than that based on the conservative nature of the population and calls per capita data used in this estimate. (Dudek, 2022)
Therefore, considering the existing firefighting resources available in the City, implementation of the Project is not expected to result in the need for new or physically altered governmental facilities, the construction of which could cause significant environmental impact. Additionally, Project development would occur in an area of the City already served by RCFD; therefore, the Project would not result in an expansion of RCFD's service area. In the event of an emergency within the Project site that requires more resources than the primary fire stations that serve the area could provide, RCFD would direct resources to the site from other RCFD stations nearby.

A number of California regulations, including Public Resources Code Sections 4290-4299 and California Government Code (CGC) Section 51178, also would apply to the Project and would address fire safety. In particular, these regulations require minimum state-wide fire safety standards pertaining to: roads for fire equipment access; signage for identifying streets, roads, and buildings; minimum private water supply reserves for emergency fire use; and, fire fuel breaks. In addition, they set fire safety standards for all buildings and structures in, or adjoining, mountainous areas, or forest-, brush - or grass -covered lands or any land covered with flammable material to protect property from wildland fires. Furthermore, in order to offset the increased demand for fire protection services, the Project would be conditioned by the City to provide fire safety and support fire suppression activities, including compliance with State and local fire codes, fire sprinklers, a fire hydrant system, and paved access.

Implementation of the Project would result in an increase in calls for service; however, RCFD has indicated that this increase would not adversely impact RCFD's existing resources or impose a requirement for additional facilities over and above current facilities. Moreover, the Project would be required to pay a development impact fee (DIF) to the City to assist in providing for future fire protection facilities, including fire stations. Payment of the DIF fee would ensure that funds are available for capital improvements, such as land/equipment purchases and fire station construction when they are needed.

The Project is also required to comply with Beaumont Municipal Code Chapter 3.36, which requires payment of a development mitigation fee prior to issuance of building permits to assist in providing revenue that the City can use to improve Emergency Preparedness Center to offset the incremental increase in the demand for public services that would be created by the Project. Because the Project does not include construction of new fire station facilities and does not generate a need for additional facilities and the Project Applicant will pay fees that will provide its fair share of future fire and EMS Lead Agency: City of Beaumont SCH No. 2020099007

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needs established by the City. Project -related impacts to fire protection services are evaluated as less than significant.

8. Police Protection Services
The Project is currently located in the jurisdiction of the County of Riverside and is served by the Riverside County Sheriff's Department. With implementation of the Project, the Project site would be annexed into the City of Beaumont and would be served by the City of Beaumont Police Department (BPD). Buildout of the Project would increase demands for police protection services in the Project area. During the construction and operation of the Project, the need for police services is expected to grow due to the increase in employment and associated potential for additional crime and accidents.

Crime and safety issues during Project construction may include theft of building materials and construction equipment, malicious mischief, graffiti, and vandalism. After construction, the Project is anticipated to generate a typical range of police service calls as similar developments, such as vehicle burglaries, disturbances, and driving under the influence.

The increase in demands on police services resulting from the implementation of the Project would not adversely impact BPD's existing resources. There are currently no staffing or equipment deficiencies in the service area. The increase in potential services needed would not require the construction of a new police station or improvements to the existing station that serves the Project site. Implementation of the Project would result in an increase in calls for service; however, BPD has indicated that this increase would not adversely impact BPD's existing resources. BPS is currently expanding into an additional off -site facility to accommodate growth and develop a downtown bike patrol program.

Additionally, BPD has indicated that as the City population continues to grow, BPD is anticipating an 8% increase in sworn personnel and 12% increase in support staffing.

Moreover, the Project would be required to pay DIF fees to the City to assist in providing for future police protection facilities, including police stations. Because the Project does not include construction of new police facilities and does not generate a need for additional facilities, and the Project Applicant will pay Police Facilities Development fees that will provide its fair share of future police needs established by the City, increases in demands for police protection resulting from implementation of the Project would not have significant impacts on BPD services.

C. School Services
As stated previously, there is adequate capacity under current conditions for all school levels for the 2021/2022 school year. Moreover, the Project would be required to pay development impact fees to BUSD. These fees are collected by school districts at the time of issuance of building permits for commercial, industrial, and residential projects. BUSD would be able to collect these school impact fees pursuant to SB 50. The State Legislature has declared that the payment of those fees constitutes full mitigation for the impacts generated by new development, per Government Code Section 65995.

Because the Project does not include construction of new school facilities and does not generate a need for additional facilities and the Project applicant will pay fees that are deemed by State legislation to provide mitigation, the Project would not have an impact on school services.

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D. Parks
As described in further detail in Section 4.14, Population and Housing, of this EIR, the Project would not directly or indirectly induce population growth. Employees and visitors who visit the Project site would have access to several recreational amenities on site. Due to the availability of active and passive recreational amenities and entertainment proposed on site, the potential for employees and visitors to travel to existing City parks during breaks or before and after business operations is low. Employees and visitors who may occasionally use the City's neighborhood parks, regional parks, or other recreational facilities, would not cause a substantial deterioration of park facilities. The Project would not result in substantial adverse physical impacts associated with the provision of new or physically altered parks or recreational facilities or the need for new or physically altered parks or recreational facilities. Refer to Section 4.16, Recreation, for further discussion.

E. Other Public Facilities
As previously stated, development of the Project would not result in an increase in the population of the Project area. Therefore, the Project would not increase the demand for other public facilities, including library services which would require the construction of new or expanded public facilities.

The Beaumont Library is owned and operated by BLD, not the City, and is funded by property taxes, contributions from individuals, and foundations. Development under the Project would result in the conversion of vacant land to commercial and industrial development, which in turn will increase property tax revenue to the BLD. As such, implementation of the Project would not adversely affect other public facilities or require the construction of new or modified public facilities and no impact would occur.

4.15.6 CUMULATIVE IMPACT ANALYSIS
This cumulative impact analysis considers development of the Project in conjunction with other development projects and planned development within the City and its Sphere of Influence, listed in Table 4.0-1, Cumulative Development Land Use Summary.

A. Fire Protection Services
Residential and employment population increases and associated increases in the demand for public services have been taken into account in long-range planning efforts on behalf of the City of Beaumont and the agencies providing public services to the area.

As would the Project, related projects within the City of Beaumont would also be required pay DIF fees to their respective cities to assist in providing for fire protection facilities, including fire stations.

Increased property and sales tax from future new developments would provide additional funding for any capital improvements necessary to maintain adequate fire protection facilities, equipment, and/or personnel. By maintaining a consistent level of service through expansion of facility improvements, RCFD would be able to ensure that its performance objectives are consistently met. In addition, compliance with the existing regulations would maintain adequate access within the Project site, which further ensures an adequate level of service for fire protection and emergency services to visitors and Lead Agency: City of Beaumont SCH No. 2020099007

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workers in the Project site. Furthermore, individual development projects pursuant to the City' General Plan would be reviewed by the City and RCFD and would be required to comply with all applicable building code and other code requirements in effect at the time building permits are issued. Therefore, the Project's increased demand for fire protection services, in conjunction with the increased demand for cumulative development pursuant to the City's General Plan, would not result in significant cumulative impacts.

8. Police Protection Services
Local population growth would result in an increased demand for public services and facilities, including law enforcement. Service providers would continue to evaluate levels of service and potential funding sources to meet demand. The City performs long-range planning for the provisions of public services and facilities based on its growth projections, which are revised over time and includes areas within the City's sphere of influence. Through assessments of the City's capital improvement needs and annual budget review process, police department needs are assessed, and budget allocations are revised accordingly to ensure that adequate levels of police services, including police protection facilities, equipment, and/or personnel, are maintained throughout the City.

As would the Project, related projects within the City would also be required to pay DIF fees to the City to assist in providing for police protection facilities, including police stations. Increased property and sales tax from future new developments would provide funding for any capital improvements necessary to maintain adequate police protection facilities, equipment, and/or personnel. By maintaining a consistent level of service through expansion or facility improvements on parcels assumed for development in the City's General Plan, BPD would be able to ensure that its performance objectives are consistently met. Furthermore, individual development projects pursuant to the City's General Plan would be reviewed by the City and would be required to comply with the requirements in effect at the time building permits are issued.

Therefore, the demand for police services would not be adversely affected by the Project in conjunction with cumulative development pursuant to the City's General Plan. No significant cumulative impacts related to police services are anticipated.

C. School Services
Cumulative development in the BUSD service area, including the related projects, may generate a substantial increase in student population in BUSD schools. Assuming BUSD's enrollment increases, administrators will need to seek short-term and long-term remedies to accommodate those added students. In recognition of these conditions, the State Legislature provided authority for school districts to assess impact fees for both residential and nonresidential development projects. Those fees, as authorized under Education Code Section 17620(a) and Government Code Section 65995(b), are collected by municipalities at the time building permits are issued and conveyed to the affected school district in accordance with a defined fee structure, and the payment of these fees constitutes full mitigation for the impacts generated by new development, per Government Code Section 65995.

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Since the Project would have no impact on school services and cumulative development must pay appropriate impact fees, no cumulative impact would occur as a result of the implementation of the Project in conjunction with other area -wide development activities. Cumulative project impacts would be less than significant.

D. Other Public Facilities
Cumulative population growth within the service area as a result of the related projects will likely increase the demand for library services. Funding for library services is from by property taxes, contributions from individuals, and foundations. Therefore, as new developments within the service area of BLD occur, property tax would increase in rough proportion, consequently increasing property tax revenue to the BLD towards library services.

The Project does not include any residential land uses and, therefore, is not expected to result in any additional significant demand for libraries. As concluded in the City's General Plan DEIR, development and redevelopment in the City will result in increased tax revenue to BLD and impacts to library facilities are considered less than significant. Therefore, cumulative project impacts would be less than significant.

4.15.7 SIGNIFICANCE OF IMPACTS BEFORE MITIGATION
Threshold a: Less than Significant. Implementation of the Project would result in an increased requirement for fire and police protection services. However, considering the existing resources available, the Project is not expected to result in the need for new or physically altered governmental facilities, the construction of which could cause significant environmental impact.

Development of the Project would not result in an increase in the population of the Project area and therefore would not increase the demand for schools, parks or libraries, which would require the construction of new or expanded public facilities. As such, implementation of the Project would not adversely affect other public facilities or require the construction of new or modified public facilities and no impact would occur.

4.15.8 MITIGATION
No mitigation is required. Impacts would be less than significant and mitigation is not required.

4.15.9 SIGNIFICANCE OF IMPACTS AFTER MITIGATION
Impacts would be less than significant and mitigation is not required.

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4.16 RECREATION
This section provides an overview of the existing parks and recreational facilities that exist within the Project vicinity and that could potentially be indirectly physically affected by implementation of the Project. The analysis herein is based on City of Beaumont ("City") General Plan Community Facilities and Infrastructure Element and the City of Beaumont Municipal Code. Additional references used for this section are listed in Section 7.0, References.

4.16.1 EXISTING CONDITIONS
A. State Parks
The nearest California State Park is San Timoteo Canyon located approximately 2.9 miles west of the Project site. Additionally, Wildwood Canyon is located approximately 5.8 miles north of the Project site. Both San Timoteo Canyon and Wildwood Canyon features hiking trails, horseback riding, picnic areas, nature and wildlife viewing, and geocaching (CDPR, 2020; Google Earth, 2021).

8. Regional and Local Parks
The following information is summarized from the City's General Plan Community Facilities and Infrastructure Element. Park and recreation services for the City are provided by the City and the Beaumont -Cherry Valley Recreation and Park District (BCVRPD). BCVRPD is a Special District within the City.

There are two (2) regional parks that serve the City, and the City owns and operates eighteen (18) existing parks, including several baseball/softball fields and two soccer fields, within the City's limits.

Additionally, eight (8) future parks are planned within the City's limits. There is a demand for multi- use recreational fields to accommodate soccer, football, and baseball leagues throughout the City.

Thirteen other private parks are provided and maintained by various Homeowners Associations (HOA).

As shown in Table 4.16-1, Existing Park and Recreational Facility Inventory in Beaumont, the City owns 140.69 acres of parkland and the various HOAs together own and maintain about 142.2 acres.

BCVRPD operates approximately 60.5 acres of parks within the City limits, including Noble Creek Park, which includes a 20 -acre sports park a dog park and a one -mile walking trail, and is highly utilized by all sports leagues in the City. BCVRPD also operates the Beaumont Women's Club facility, which supports community activities. Together with the 60.5 acres maintained by the BCVRPD, there are a total of 343.4 acres of publicly- and privately -owned parkland within the City. Additionally, Figure 7.1, Park and Recreational Facilities, of the City's General Plan identifies all the City's existing and planned future parks.

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Table 4.16-1 Existing Park and Recreational Facility Inventory in Beaumont Ownership
Facility
Location
Acres
City
Three Rings Ranch Park
Claiborne Avenue & Brookside Lane
7 City
Albert A Chatigny Sr. Community Recreation Center
1310 Oak Valley Parkway

2.6 City
Beaumont Civic Center
550 E 6th Street

5.78 City
De Forge Park
Seneca Springs Parkway
12 City
Fallen Heroes Park
Oak View Drive & Iris Street
15 City
Mountain View Park
Sundance Circle
5 City
Nicklaus Park
11270 Palmer Avenue
22 City
Palmer Park
Palmer Avenue & Trevino Trail
5 City
Rangal Park
4th & B Street
5 City
Seneca Springs Park
Malaga Avenue
5 City
Shadow Hills Park
Park Way Drive

3.9 City
Beaumont Sports Park
39200 Brookside Avenue
20 City
Stetson Park
Monte Verde Drive
7 City
Stewart Park
985 Maple Avenue
15 City
Sunny Hills Park
Cougar Way

0.32 City
Trevino Park
Cherry Valley Blvd &Trevino Trail
7 City
Veteran's Park
California & 7th Street

0.09 City
Wild Flower Park
Tulip Circle
3 City Subtotal
140.69
BCVRPD
Noble Creek Community Park
390 Oak Valley Parkway
60 BCVRPD
Beaumont Women's Club
306 E 6th Street

0.5 BCVRPD Subtotal

60.5 HOA
The Canyon Club (Fairway Canyon)
36189 Champions Drive

3.92 HOA
Tournament Hills 1 Park 1
Champions Drive

7.16 HOA
Tournament Hills 1 Park 2
Amateur Way

7.35 HOA
Tournament Hills 2 Park
Links man Dr

3.12 HOA
The Lodge (Four Seasons Rec Center 1)
1518 Four Seasons Circle

10.4 HOA
The Summit (Four Seasons Rec Center 2)
370 Four Seasons Circle

2.4 HOA
Four Seasons Trails/ Open Space Corridors
Four Seasons Community

81.1 HOA
Solera Club House
1615 Fairway Drive

4.32 HOA
Solera Park and Trails
1615 Fairway Drive

16.68 HOA
Sundance PA 45
1380 Mary Lane

3.72 HOA
Sundance PA 51
1650 Croton Street

1.4 HOA
Sundance PA 25
Sunset Place

0.557
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Ownership
Facility
Location
Acres
HOA
Sunshine Park
Starlight and Sunburst

0.085
HOA Subtotal
142.2
Total Park Acreage
343.4
Source: (City of Beaumont, 2020)

2. Public Parks Serving the Project Site
The nearest existing regional and City -owned parks to the Project site are listed below. • Noble Creek Park (regional park): Noble Creek Community Park, which is located approximately 3.0 miles northeast of the Project site, contains baseball fields, community center, playground, remote controlled car race track, dog park, and tennis court within its approximately 60 -acre site.
• City of Beaumont Sports Park (regional park): City of Beaumont Sports Park, which is located approximately 3.7 miles northeast of the Project site contains baseball/softball fields, basketball courts, bike trail, parking, picnic areas, playground, restrooms, snack bar, soccer fields, walking track, and water fountains within its 20 -acre site. • Palmer Park (City -owned): Palmer Park, which is located approximately 1.3 miles north of the Project site, contains a baseball field, a basketball court, an outdoor grill and picnic area, a playground, and a parking lot within its approximately 5 -acre site. • Trevino Park (City -owned): Trevino Park, which is located approximately 1.5 miles northeast of the Project site, contains a baseball field, a grass field, two basketball courts, an outdoor grill and picnic area, a playground, and parking lot within its approximately 7 -acre site.

3. Parkland Standard
The City's current park ratio requirement is 5 acres of parkland (and full improvements) per 1,000 residents (City of Beaumont, 2020). Based on the City's 2020 estimated population of 51,475 (DOF, 2021), the City requires 257.38 acres of parkland to meet parkland ratio requirements. Based on the total acres of all parks and facilities maintained by the City, HOA, and BCVRPD within the City limits, a total of 343.4 acres of parkland is being provided for a current park ratio of 6.52 acres of parkland per 1,000 residents. Therefore, the City currently exceeds required parkland ratios.

In addition, access to parks in Beaumont is generally high. However, while 55% of all residents have access to a park within a quarter mile and 82% have access to a park within a half mile, many park facilities are located within gated or HOA communities. Additionally, while newer residential Lead Agency: City of Beaumont SCH No. 2020099007

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developments include parks and/or recreation centers, the older parts of Beaumont such as El Barrio and Downtown have limited access to local parks (City of Beaumont, 2020).

4.16.2 NOTICE OF PREPARATION/SCOPING COMMENTS
A Notice of Preparation (NOP) for the Project was released for public review on September 7, 2020 and an EIR Scoping Meeting was held September 17, 2020. No comments were made on the NOP or during the EIR Scoping Meeting that pertain to recreation.

4.16.3 REGULATORY FRAMEWORK
The following is a brief description of the state and local environmental laws and related regulations related to recreation.

A. State

1. Mitigation Fee Act
The California Mitigation Fee Act, Government Code Sections 66000, et seq., allows cities to establish fees that are imposed on development projects for the purpose of mitigating the impact that the projects have on the city's ability to provide specified public facilities. In order to comply with the Mitigation Fee Act a city must follow four primary requirements: 1) Make certain determinations regarding the purpose and use of a fee and establish a nexus or connection between a development project or class of project and the public improvement being financed with the fee; 2) Segregate fee revenue from the General Fund in order to avoid commingling of capital facilities fees and general funds; 3) For fees that have been in the possession of the city for five years or more and for which the dollars have not been spent or committed to a project the city must make findings each fiscal year describing the continuing need for the money; and 4) Refund any fees with interest for developer deposits for which the findings noted above cannot be made.

2. California Public Park Preservation Act
The primary instrument for protecting and preserving parkland in the state is California's Public Park Preservation Act of 1971. Under Public Resources Code Sections 5400 - 5409, cities and counties may not acquire any real property that is in use as a public park for any nonpark use unless compensation, land, or both, are provided to replace the parkland acquired. This ensures no net loss of parkland and facilities.

3. Quimby Act (California Government Code 66477)
As part of approval of a final tract or parcel map, the Quimby Act allows a city to require dedication of land, the payment of in -lieu fees, or a combination of both to be used for the provision of parks and recreational services. Cities can require land or in -lieu fees for a minimum of three acres per 1,000 residents, with the possibility of increasing the requirement to a maximum of 5 acres per 1,000 residents if the city already provides more than three acres per 1,000 residents. Assembly Bill (AB) 1191, which was approved by the Governor of California on September 8, 2015, amended the Lead Agency: City of Beaumont SCH No. 2020099007

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definition of park and recreation purposes to include land and facilities for the activity of "recreational community gardening," which activity consists of the cultivation by persons other than, or in addition to, the owner of the land, of plant material not for sale.

8. Local

1. City of Beaumont General Plan
The General Plan identifies goals related to recreation throughout its elements. The Project -applicable goals and policies and a discussion of the Project's consistency are discussed in Table 4.11-1, General Plan Applicability Analysis, in EIR Section 4.11, Land Use and Planning.

2. City of Beaumont Municipal Code
The City of Beaumont Municipal Code identifies policies related to recreation maintenance. The specific Municipal Code policy is as follows:

Chapter 3.34 — Regional Park, Multipurpose Trail and Open Space and Open Space Facility Fee. The City Council is advised that the cumulative impact of all new development permitted under the General Plan will exceed the capacity of the two regional parks. To meet the increased demand, facilities at the two regional parks must be upgraded and expanded, and two new regional parks are needed on the east and south sides of the City, connected to existing and future open space by a system of multipurpose trails.

As defined under Section 3.34.020, Development means "new residential unit, including conversion of an existing unit to more than one residential unit" Additionally, Chapter 16.66 of the City of Beaumont Municipal Code also discussed the dedication of parkland or the payment of fees in -lieu pursuant to the Quimby Act. However, as stated in Section 16.66.020, "the provisions of this chapter do not apply to industrial and commercial subdivisions, or to condominium projects or stock cooperatives that consist of the subdivision of air space in an existing apartment building that is more than five years old when no new dwelling units are being added." Therefore, both the facility fee and dedication of land for park and recreational purposes and payment of in -lieu fees are not applicable to the Project.

4.16.4 BASIS FOR DETERMINING SIGNIFICANCE
The City has not established local CEQA significance thresholds as described in Section 15064.7 of the CEQA Guidelines. Therefore, significance determinations utilized in this section are from Appendix G of the CEQA Guidelines. According to Section XV of Appendix G to the CEQA Guidelines, the Project would result in a significant impact to recreation if the Project or any Project - related component would:
a. 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; Lead Agency: City of Beaumont SCH No. 2020099007

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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?

4.16.5 IMPACT ANALYSIS
Threshold 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?
The Project proposes a mixture of General Commercial, Industrial, and Open Space and Open Space - Conservation uses. As described in further detail in Section 4.14, Population and Housing, of this EIR, the Project would not directly or indirectly induce population growth. As indicated in the City's General Plan, the City identifies residential development as land uses that will contribute to population growth and not industrial and commercial uses. Additionally, the dedication of parkland or the in -lieu payment of fees only applies to residential development and industrial and commercial developments are not viewed as generators of park activity. Therefore, it is not anticipated that the Project would result in an increased demand for recreational facilities. As such, the Project would not result in an increased use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated. However, the Project would introduce development on vacant and undeveloped land, which would generate 5,456 permanent employees and visitors to the Project area.

Employees and visitors who visit the Project site would have access to several recreational amenities on site. The 30.2 acres of General Commercial land uses include a combination of hospitality, restaurant, and recreation commercial uses. The "Activities Park" within the General Commercial land uses would consist of landscaping, seating, video screen walls, and programming for wellness activities such as yoga, movies on the lawn, "biergarten" games, and a large climbing wall. In addition, to encourage social interaction, the Industrial and General Commercial building sites within Project site may include outdoor employee break areas with tables affixed to the ground to provide employees with a location to eat, gather, and enjoy being outside. Shading of these areas would be achieved through a combination of shade trees, umbrellas, or man-made shade structures. Other recreational amenities within the Industrial areas may include, but are not limited to, pedestrian walkways, pocket parks, seating areas, overhead structures, and open space areas.

Due to the availability of active and passive recreational amenities and entertainment proposed on site, the potential for employees and visitors to travel to existing City parks during breaks or before and after business operations is low. Employees and visitors who may occasionally use the City's neighborhood parks, regional parks, or other recreational facilities, would not cause a substantial deterioration of park facilities. Impacts would be less than significant.

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Threshold b: Would the Project include recreational facilities or require the construction or expansion of recreational facilities which might have an adverse physical effect on the environment?

1. On -Site
The Project would result in the development of General Commercial, Industrial, and Open Space and Open Space -Conservation uses. Approximately 152.4 acres (PA 10) is designated as Open Space - Conservation in order to preserve habitats to be dedicated to the Western Riverside County Regional Conservation Authority (RCA) for inclusion in the Multiple Species Habitat Conservation Plan (MSHCP) Reserve. Approximately 124.7 acres in PA 9 are designated as Open Space to accommodate landscaped manufactured slopes, fuel modification areas, project signage, sewer lift station, optional water tank, and natural open space as a buffer for the Open Space - Conservation area in PA 10.

The Project would provide active and passive recreational opportunities for its future employees and visitors through climbing walls, pedestrian walkways, pocket parks, seating areas, overhead structures, and open space areas. The construction of these recreational facilities would occur within the boundaries of the Project site and would be inherent to the Project's construction phase. The Project's construction impacts are analyzed throughout this EIR and mitigation is incorporated where necessary.

As concluded in this EIR, the Project's construction activities would be less than significant.

Additionally, future open space and recreational facility development in the Project site would be required to adhere to the development standards and design guidelines of the Project Therefore, impacts associated with the Project's on -site recreational facilities would be less than significant.

2. Off -Site
As stated above, the City currently has a park ratio of 6.52 acres of parkland per 1,000 residents (343.4 acres of parkland in total), exceeding the goal of 5 acres of parkland per 1,000 residents.

Implementation of the Project would not introduce new residents into the City (see Section 4.14, Population and Housing, of this EIR); therefore, the City's park ratio would remain unchanged with the Project. Implementation of the Project would include adequate recreation and open space facilities and would not cause the deterioration of existing facilities.

Since the City is currently meeting its park ratio requirement and the Project would not increase the residential population in the City (see Section 4.14, Population and Housing, of this EIR), there is no need for the construction or expansion of recreational facilities within the City. Therefore, the Project impacts would be less than significant.

4.16.6 CUMULATIVE IMPACT ANALYSIS
This cumulative impact analysis considers development of the Project in conjunction with other development projects and planned development within the City and its Sphere of Influence.

The Project does not propose any residential uses or other land use that would result in an increase in population, thereby, increasing the use of existing neighborhood and regional parks or other Lead Agency: City of Beaumont SCH No. 2020099007

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recreational facilities. Although there may be a nominal increase in the use of local recreation facilities, Project employees and visitors who do not already reside in the area are not anticipated to utilize local recreational facilities to the extent that physical deterioration would occur or be accelerated, even when considered in the context of cumulative developments in the area. New residential development is required to dedicate parkland or pay in -lieu fees in accordance with Beaumont Municipal Code Section

16.66.020 pursuant to the Quimby Act. In -lieu Parkland fees that are utilized by the City are required to be used for the development and acquisition of park facilities. Moreover, in compliance with the City's Municipal Code Chapter 3.34, residential projects would pay the City's Regional Park, Multipurpose Trail and Open Space and Open Space Facility Fee, which would ensure that improvements to the City's regional parks, multipurpose trail and open space facilities would occur.

Further, the Project would provide active and passive recreational facilities on site, further reducing the frequency of future employees and visitors using the City's existing off -site parks. Other cumulative developments in the local area that involve residential uses would be required to comply with the City's Municipal Code, Chapter 3.34 and Section 16.66 to accommodate the City's anticipated population growth. As such, the Project's contribution to such effects would be de minimus and would be less than significant on both a direct and cumulative basis.

The City currently meets its park ratio of 5 acres of parkland per 1,000 residents. As shown in Table

4.14-5, Cumulative Projects Population, Housing, and Employment Growth Trends in Beaumont, the City's General Plan projects a population of 131,949 by 2040. As concluded in the City's General Plan Draft Environmental Impact Report (DEIR), based on the projected population of 131,949, which results in an increase of approximately 82,699 persons, a total of 415 new acres of parkland would be required. With the existing 343.4 acres of parkland and approximately 10,252 acres of open space projected in the City's General Plan, the adoption of the Revised Zoning Ordinance making parks a permitted use in all of City's residential zoning districts. and compliance with Chapter 3.34 of the Beaumont Municipal Code and applicable Beaumont 2040 Plan goals, policies, and implementation measures, impacts regarding maintaining acceptable service ratios and performance standards for park and recreation facilities would be less than significant (City of Beaumont, 2020b, pp. 5.15-18).

Therefore, the construction or expansion of recreational facilities would not be required and cumulative impacts would be less than significant.

4.16.7 SIGNIFICANCE OF IMPACTS BEFORE MITIGATION
Threshold a: Less than Significant Impact. The Project proposes industrial and commercial uses and does not propose residential uses or other land uses the City General Plan and Municipal Code identify as generators of increased demand for neighborhood and regional parks and other recreational facilities. The City is currently exceeding the required parkland ratio and the City's General Plan identifies that it will be able to continue to maintain increases in parkland commensurate with population growth through 2040. Accordingly, implementation of the Project would not result in the increased use or substantial physical deterioration of an existing neighborhood or regional park, and impacts would be less than significant.

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Threshold b: Less than Significant Impact. The Project involves General Commercial, Industrial, and Open Space and Open Space -Conservation uses and would include active and passive recreational facilities for the Project's future employees and visitors. The construction of the Project's proposed recreational facilities is inherent to the Project's construction phase, the impacts of which are evaluated throughout this EIR and mitigation measures are implemented where necessary to reduce Project impacts to less than significant levels. Additionally, the Project does not propose to expand any existing recreational facilities. Therefore, impacts associated with recreational facilities would be less than significant.

4.16.8 MITIGATION
Impacts would be less than significant and mitigation is not required.

4.16.9 SIGNIFICANCE OF IMPACTS AFTER MITIGATION
Impacts would be less than significant and mitigation is not required.

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4.17 TRANSPORTATION
This section assesses transportation impacts resulting from implementation of the Project. Pursuant to Senate Bill (SB) 743, changes to California Environmental Quality Act (CEQA) Guidelines were adopted in December 2018, which require all lead agencies to adopt a vehicle miles traveled (VMT) metric as a replacement for automobile delay -based "level of service" (LOS) as the measure for identifying transportation impacts for land use projects. Automobile delay, as measured by LOS and other similar metrics, no longer constitutes a significant environmental effect under CEQA. Lead agencies in California are required to use VMT to evaluate project -related transportation impacts. This statewide mandate went into effect July 1, 2020. CEQA Guidelines Section 15064.3, effective January 1, 2019, "describes specific considerations for evaluating a project's transportation impacts" and provides that, except for roadway capacity projects, "a project's effect on automobile delay (or LOS)" shall not constitute a significant environmental impact" (CEQA Guidelines Section 15064.3(a)).

The following analysis is based on (1) a traffic impact analysis (TIA) prepared by Urban Crossroads, Inc. (hereafter, Urban Crossroads), titled "Jack Rabbit Trail Specific Plan Traffic Analysis City of Beaumont" dated April 5, 2022, included as Technical Appendix K1 to this EIR and (2) the report titled "Beaumont Pointe Specific Plan Vehicle Miles Traveled (VMT) Analysis" dated July 28, 2021 included as Technical Appendix K2 to this EIR (VMT Analysis). Refer to Section 7.0, References, for a complete list of references. The information and the conclusions contained in the TIA related to consistency with programs, plans, and polices related to transit, bicycle, and pedestrian facilities; and geometric design features are included in this EIR section; LOS analyses is not required to be analyzed under CEQA and has been excluded.

Notwithstanding the requirements of State law that the VMT method of analysis, rather than LOS, be utilized to determine transportation impacts, the City of Beaumont traffic study guidelines requires a traffic analysis based on LOS, which the City uses in part to determine transportation improvement obligations of development projects. In addition, the trip generation and distribution conclusions in the TIA are utilized elsewhere in this EIR as the basis for calculating the off -site noise and air quality impacts associated with Project generated automobile and truck trips.

4.17.1 NOTICE OF PREPARATION/SCOPING COMMENTS
A Notice of Preparation (NOP) for the Project was released for public review on September 7, 2020 and an EIR Scoping Meeting was held September 17, 2020. No comments were made during the EIR Scoping Meeting that pertain to transportation. One NOP comment letter from Southern California Association of Governments (SCAG), dated October 14, 2020 (EIR Technical Appendix A), addressed the topic of transportation, specifically, the consistency of the Project with the adopted 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS or Connect SoCal).

SCAG encourages the use of a side -by -side comparison of SCAG goals with discussions of the consistency, non -consistency, or non -applicability of the goals and supportive analysis in a table format. SCAG also recommends review of the Final Program Environmental Impact Report for Lead Agency: City of Beaumont SCH No. 2020099007

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Connect SoCal for guidance, as appropriate. The SCAG Connect SoCal consistency analysis is provided in Section 4.8, Greenhouse Gas Emissions, and Section 4.11, Land Use and Planning.

4.17.2 EXISTING CONDITIONS
The Project site is located immediately south of State Route 60 (SR -60) and west of the Jack Rabbit Trail exit. The only existing paved access to the Project site is via Jack Rabbit Trail, which is an unmaintained County road extending from the SR -60 south to Gilman Springs Road. Existing traffic on nearby roads consists of both passenger vehicles and trucks passing along SR -60 and passenger vehicles along 4th Street, which does not currently extend to the Project site. The primary regional vehicular travel route serving the Project area is SR -60, which is a designated truck route in the City of Beaumont. Other regional vehicular travel routes within the Project vicinity include Interstate 10 (I- 10), located approximately 1.5 miles to the north of the site and California State Route 79 (SR -79), located approximately 1.5 miles to the east of the site. As shown on Table 3-2 of the Traffic Analysis (Technical Appendix K1), under existing conditions, there are no queuing issues at the I-10 eastbound and westbound ramps at Oak Valley Parkway or Beaumont Avenue, which are the closest on and off ramps in proximity to the Project site that would be utilized for the Project.

A. Transit Services
The vicinity of the Project site is served by Pass Transit with bus services along 6th Street, California Avenue, and Beaumont Avenue via Route 3 and Route 4. Riverside Transit Agency (RTA) Route 34 and Route 210 run along SR -60, but do not provide bus service/stops within the Project site vicinity.

There does not appear to be existing transit routes that could potentially serve the Project. Transit service is reviewed and updated by Pass Transit and RTA periodically to address ridership, budget and community demand needs. Changes in land use can affect these periodic adjustments which may lead to either enhanced or reduced service where appropriate (Urban Crossroads, 20220.

B. Bicycle Facilities
The County of Riverside General Plan (Figure C7) shows the Trails and Bikeway System throughout the County. No bicycle facilities are located within the vicinity of the Project site. Additionally, the City of Beaumont General Plan does not include a bicycle system map (Urban Crossroads, 20220.

C. Trails and Pedestrian Facilities
As shown on Figure 4.17-1, County of Riverside Trails and Bikeway System, a regional trail is located near the northern boundary of the Project site connecting areas east of the site to the north near San Timoteo Canyon Road and ending at the Project site's western boundary (Urban Crossroads, 20220.

Figure 4.17-2, Existing Pedestrian Facilities, shows the existing pedestrian facilities, including sidewalks and crosswalks, in the Project vicinity. Field observations conducted by Urban Crossroads in January 2020 indicate nominal pedestrian and bicycle activity near the Project site. There are no sidewalk or equestrian facilities within the vicinity of the Project site. The nearest sidewalk is located approximately 0.5 -mile north of the Project site (Urban Crossroads, 20220.

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CHERRY VALLEY BLVD
7111 l° f

BROOKSIDE AVE
Regional Trail: Urban/Suburban
ti,.. Combination Trail (Regional Trail! Class I Bike Path) Regional Trail: Open Space
Historic Trail (Southern Immigrant Trail, Juan Bautista De Anza National Historic Trail) Non -County Trail (Public and Quasi -Public Lands)

4.17 Transportation
Source(s): Urban Crossroads (07-21-2020)
Figure 4.17-1
County of Riverside Trails
and Bikeway System
Lead Agency: City of Beaumont
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Source(s): Urban Crossroads (07-21-2020)
Figure 4.1 7-2
= CROSSWALK ON ALL APPROACHES
= CROSSWALK ON THREE APPROACHES
= CROSSWALK ON TWO APPROACHES
= CROSSWALK ON ONE APPROACH

4.17 Transportation
Existing Pedestrian Facilities
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4.17.3 REGULATORY FRAMEWORK
There are no federal regulations that are applicable to the topic of transportation in the City of Beaumont. The following is a brief description of the State, regional, and local environmental laws and regulations related to transportation.

A. State

1. SB 743 and VMT-Based Analysis
SB 743 (Steinberg, 2013), which was codified in Public Resources Code Section 21099, required changes to the guidelines implementing CEQA Guidelines regarding the analysis of transportation impacts. Pursuant to Section 21099(b)(1), the criteria for determining the significance of transportation impacts must "promote the reduction of greenhouse gas emissions, the development of multimodal transportation networks, and a diversity of land uses" (see generally, adopted CEQA Guidelines, Section 15064.3, subd. (b) [Criteria for Analyzing Transportation Impacts].) With the California Natural Resources Agency's certification and adoption of the changes to the CEQA Guidelines, automobile delay, as measured by "level of service" and other similar metrics, no longer constitutes a significant environmental effect under CEQA, except in specific circumstances identified in the CEQA Guidelines (Public Resources Code, Section 21099, subd. (b)(2)).

8. Regional

1. SCAG Regional Transportation Plan/Sustainable Communities Strategy The Southern California Association of Governments (SCAG) is a regional agency established pursuant to California Government Code Section 6500, also referred to as the Joint Powers Authority law. SCAG is designated as a Council of Governments (COG), a Regional Transportation Planning Agency (RTPA), and a Metropolitan Planning Organization (MPO). The Project site is within SCAG's regional authority. On September 3, 2020, SCAG adopted the 2020-2045 Regional Transportation Plan (RTP)/Sustainable Communities Strategy (SCS) ("RTP/SCS"; also referred to herein as "Connect SoCal") with goals to: 1) Encourage regional economic prosperity and global competitiveness; 2) Improve mobility, accessibility, reliability, and travel safety for people and goods; 3) Enhance the preservation, security, and resilience of the regional transportation system; 4) Increase person and goods movement and travel choices within the transportation system; 5) Reduce greenhouse gas emissions and improve air quality; 6) Support healthy and equitable communities; 7) Adapt to a changing climate and support an integrated regional development pattern and transportation network; 8) Leverage new transportation technologies and data -driven solutions that result in more efficient travel; 9) Encourage development of diverse housing types in areas that are supported by multiple transportation options; and 10) Promote conservation of natural and agricultural lands and restoration of habitats (SCAG, 2020). Performance measures and funding strategies also are included to ensure that the adopted goals are achieved through implementation of the RTP.

Connect SoCal includes long-range regional transportation plans, regional transportation improvement programs, regional housing needs allocations, and other plans for the region. Connect SoCal also Lead Agency: City of Beaumont SCH No. 2020099007

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provides objectives for meeting emissions reduction targets set forth by the California Air Resources Board (CARB); these objectives were provided in a direct response to SB 375 which was enacted to reduce greenhouse gas emissions from automobiles and light trucks through integrated transportation, land use, housing, and environmental planning (SCAG, 2020). Connect SoCal is updated periodically to allow for the consideration and inclusion of new transportation strategies and methods.

The Goods Movement Technical Report of Connect SoCal is applicable to the Project because the Project includes industrial uses, which are closely associated with, and rely directly on, the goods movement system (e.g., manufacturing, construction, retail trade, wholesale trade and transportation, and warehousing). In April 2018, SCAG published a document entitled Industrial Warehousing in the SCAG Region. According to the document, the SCAG region is a vibrant hub for international and domestic trade because of its large transportation base and extensive multimodal transportation system.

The SCAG region's freight transportation system includes warehouses and distribution centers; the Ports of Los Angeles, Long Beach, and Hueneme; airports; rail intermodal terminals; rail lines, and local streets, State highways, and interstates. Together the system enables the movement of goods from source to market, facilitating uninterrupted global commerce. The region is home to approximately 34,000 warehouses with 1.17 billion square feet (s.f.) of warehouse building space, and undeveloped land that could accommodate an additional 338 million s.f. of new warehouse building space. These warehouses attract robust logistics activities and are a major reason the region is a critical mode in the global supply chain (SCAG, 2018).

Moreover, the City of Beaumont is identified as one of the priority growth areas for job centers in the region under Connect SoCal. Job Centers have been identified in all six counties in the SCAG region and represent areas that have a significantly higher employment density than surrounding areas.

Employment growth and residential growth are prioritized in existing Job Centers in order to leverage existing density and infrastructure. When growth is concentrated in Job Centers, the length of vehicle trips for residents can be reduced. The Project is located within the City of Beaumont and proposes a variety of land uses (commercial and industrial) for the region.

2. Western Riverside Council of Governments Recommended Traffic Impact Analysis Guidelines In 2020, The Western Riverside Council of Governments (WRCOG) established the Transportation Impact Analysis (TIA) Guidelines for VMT and LOS Assessment. The TIA guidelines focus on two major components: 1) VMT guidance consistent with information from the WRCOG SB 743 Implementation Pathway Study, and 2) updates to the LOS guidelines currently being utilized in the subregion. The VMT guidelines tiered from the WRCOG study and includes "likely" VMT thresholds of significance that would be considered by each member jurisdiction. The City's VMT guidelines refer to the WRCOG screening tool that was developed for the SB 743 Implementation Pathway Study and provides directions for model use of projects that are likely not screened out. Mitigation measures and methods for quantification were also identified.

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3. Transportation Uniform Mitigation Fee (TUMF)
In 2000, the WRCOG established the Transportation Uniform Mitigation Fee (TUMF) Program to mitigate the cumulative regional impacts of projected future growth and new development on the region's arterial highway system. The TUMF Program applies a uniform mitigation fee to new development projects that is collected by each WRCOG member agency, including the City of Beaumont. The collected funds are pooled and used by WRCOG to fund transportation network improvements, including roads, bridges, interchanges, and railroad grade separations, identified by the public works departments of WRCOG member agencies and listed in the Regional System of Highways and Arterials (RHSA) (WRCOG, 2016).

C. Local

1. City of Beaumont General Plan Mobility Element
The City of Beaumont's General Plan Mobility Element is intended to develop a transportation network for the City that balances modal priorities and addresses the safe and efficient operation, maintenance, and management of the circulation network. The goals and policies in this Element have been developed to ensure that all streets within the City are reviewed through a "complete street" lens — meaning that all streets should provide accessible mobility options for users of all ages and abilities.

The specific policies and recommendations for implementation of the General Plan are relevant to the proposed Project and are listed in Table 4.11-1, General Plan Applicability Analysis, of Section 4.11, Land Use and Planning, of this EIR.

2. City of Beaumont Development Impact Fee (DIF) Program The City of Beaumont has created its own local DIF program to impose and collect fees from new residential, commercial, and industrial development for the purpose of funding roadways and intersections necessary to accommodate City growth as identified in the City's General Plan Mobility Element. The City's DIF includes a Street & Bridges Impact Fee, Traffic Signal Impact Fee and Railroad Crossing Impact Fee. Under the City's DIF program, the City may grant to developers a credit against specific components of fees when those developers construct certain facilities and landscaped medians identified in the list of improvements funded by the DIF program (Urban Crossroads, 20220.

3. City of Beaumont VMT Guidelines
In June 2020, the City of Beaumont adopted the Vehicle Miles Traveled' (VMT) Thresholds of Significance for Purposes of Analyzing Transportation Impact Under the California Environmental Quality Act. The City's VMT analysis methods and impact thresholds utilized the research conducted by OPR and Western Riverside Council of Governments (WRCOG). The City of Beaumont VMT Guidelines includes the following: 1) Utilizing the Riverside County Travel Demand Model (RIVTAM/RIVCOM) as its methodology to measure VMT; 2) Utilizing the Riverside County Travel Demand Model (RIVTAM/RIVCOM) as its method to analyze a project's VMT impact; and 3) Utilizing a threshold consistent with the City's current average VMT per service population ("SP;" population plus employment).

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4.17.4 METHODOLOGY
A. Consistency with Plans, Programs, or Policies
CEQA Appendix G Threshold (a) requires an analysis of the Project's potential to conflict with plans, programs, ordinances, or policies that address the circulation system, including transit, roadway, bicycle, and pedestrian facilities. This EIR relies on the analysis in the TIA attached as Technical Appendix K1 to evaluate the consistency of the Project with adopted City General Plan plans and policies. If a conflict is identified, improvements that prioritize access for and improve walking, bicycling, and riding transit facilities in order to provide safe and convenient streets for all users are identified. As such, in accordance with the TIA, a project that generally conforms with and does not obstruct the City's development policies and standards would be considered consistent under Appendix G Threshold (a).

8. VMT Evaluation Criteria and Methodology
As indicated above, under CEQA Guidelines Section 15064.3, transportation impacts are to be evaluated based on a project's effect on VMT. Lead agencies were required to use the new guidelines starting July 1, 2020. As of June 16, 2020, the City of Beaumont adopted their own VMT analysis methods and impact thresholds which utilized the research conducted by OPR and WRCOG (City VMT Guidelines) (Urban Crossroads, 2021).

The City in its VMT Guidelines has adopted a significance threshold for projects as follows: a project results in a significant project generated VMT impact if baseline project generated VMT per service population exceeds 3% below the City of Beaumont current average VMT per service population.

The Riverside County Transportation Analysis Model (RIVTAM) has been used to estimate both the Project VMT and Project's effect on VMT as advised in the City's TIA Guidelines. The RIVTAM model is based on socio-economic data, therefore, the first step in preparing the analysis is to convert Project land use information (e.g., building square footage) into socio-economic data inputs (e.g., Project employment) that can be used to represent the Project within RIVTAM. Because specific tenants have not been identified for the Project, this analysis estimates employment based on future building tenants utilizing standard employment factors consistent with the City's recently adopted General Plan Update (November 2020) to estimate employment for both the industrial and commercial land uses. Table 1 of Technical Appendix K2 summarizes the conversion of building square footage to employment estimates for the proposed Project. Applying these General Plan estimates, the Project would generate approximately 5,456 new employees.

RIVTAM establishes a series of geographic transportation analysis zones (TAZ). Consistent with the WRCOG Guidelines, adjustments to employment within the TAZ in which the Project is located were made to both the RIVTAM base year and cumulative year traffic models. Each model was then run with the updated employment factors included for the Project TAZ.

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Consistent with City VMT Guidelines, Project generated VMT includes all vehicle trips that are traced to the Project TAZ. This includes internal to the zone of study, those trips that begin inside the zone of study and end outside of it, and those that begin outside of the zone of study and end within it. Project generated VMT is extracted from the RIVTAM model using the origin -destination (OD) trip matrix and that matrix is then multiplied by the final assignment (distance) skims. Project generated VMT (i.e., 213,809 miles) was calculated from the base year travel forecasting model used to establish the City's baseline VMT threshold. Project VMT was then normalized by dividing by the Project's service population (SP) (i.e., 5,456 employees). This calculation changes the raw VMT value into an efficiency metric for ease of comparison. The Project's baseline VMT per SP is 39.19.

In addition, since the proposed Project also contains a significant amount of industrial land use, a calculation of Project VMT related to heavy -trucks has also been provided for informational purposes.

Using the trip generation rates and estimates obtained from the Project's TIA the number of heavy - truck trips is estimated at 2,276 trip -ends per day.

C. Freeway Ramp Queuing
The City does not have established requirements or standards for queueing analysis and does not require this analysis for CEQA compliance. At the request of the City, supplemental queueing analysis was provided for informational purposes only and is not part of the significance criteria for impact evaluation.

For purposes of queuing analysis, the 95th percentile queuing of vehicles has been assessed on the off - ramps to determine potential queuing deficiencies at the freeway ramp intersections at the I-10 Freeway at Oak Valley Parkway and Beaumont Avenue interchanges and at the SR -60 Freeway at Potrero Boulevard (future traffic conditions only). Specifically, the queuing analysis is utilized to identify any potential queuing and "spill back" onto the I-10 or SR -60 Freeway mainline from the off -ramps.

The traffic progression analysis tool and HCM intersection analysis program, Synchro, has been used to assess the potential deficiencies/needs of the intersections with traffic added from the proposed Project. Storage (turn -pocket) length recommendations at the ramps have been based upon the 95th percentile queue resulting from the Synchro progression analysis. For more information on the freeway ramp queuing analysis methodology, refer to Section 2.4 of Technical Appendix K1.

4.17.5 BASIS FOR DETERMINING SIGNIFICANCE
As indicated above, the City of Beaumont adopted VMT thresholds in June 16, 2020. Significance determinations utilized in this section are from Appendix G of the CEQA Guidelines. According to Section XVI of Appendix G to the CEQA Guidelines, the proposed Project would result in a significant impact to transportation and traffic if the Project or any Project -related component would (OPR, 2018):
a. Conflict with a program, plan, ordinance or policy addressing the circulation system, including transit, roadway, bicycle and pedestrian facilities;
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b. Conflict or be inconsistent with CEQA Guidelines Section 15064.3, subdivision (b); c. Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment); d. Result in inadequate emergency access.

4.17.6 REGULATORY REQUIREMENTS
A. Regulatory Requirements
The following Regulatory Requirements (RRs) are applicable regardless of CEQA and would apply to any project under similar circumstances and, therefore, do not constitute mitigation measures.

However, they will nonetheless be included in the Project's Mitigation Monitoring and Reporting Program to further ensure the implementation of the mandated RRs.

RR 17-1
RR 17-2
Prior to issuance of any building permits, the Project Applicant shall make required per -unit fee payments associated with the Western Riverside County Transportation Uniform Mitigation Fees (TUMF) and the City of Beaumont Development Impact Fee (DIF).

Prior to the issuance of grading or building permits, the Project Applicant shall prepare and the City of Beaumont shall approve, a temporary traffic control plan for construction. The temporary traffic control plan shall comply with the applicable requirements of the California Manual on Uniform Traffic Control Devices. A requirement to comply with the temporary traffic control plan shall be noted on all grading and building plans and also shall be specified in bid documents issued to prospective construction contractors.

4.17.7 IMPACT ANALYSIS
Threshold a: Would the Project conflict with a program, plan, ordinance or policy addressing the circulation system, including transit, roadway, bicycle and pedestrian facilities? A. SCAG's 2020-2045 RTP/SCS
The fundamental goals of SCAG's 2020-2045 RTP/SCS are to make the SCAG region a better place to live, work, and play for all residents regardless of race, ethnicity, or income class. Section 4.11, Land Use and Planning, of this EIR, addresses the Project's consistency with the 2020-2045 RTP/SCS.

As demonstrated through that analysis and on Table 4.11-2, implementation of the Project would be consistent with the goals and policies of SCAG's regional planning program and would not conflict with SCAG's ability to implement the regional strategies outlined in the 2020-2045 RTP/SCS.

Therefore, impacts would be less than significant.

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B. City of Beaumont General Plan Mobility Element
Table 4.17-1, General Plan Applicability Analysis, provides an analysis of the Project's consistency with applicable General Plan policies addressing the circulation system, including transit, roadway, bicycle, and pedestrian facilities. As shown, the Project would not conflict with a program, plan, ordinance or policy addressing the circulation system, including transit, roadway, bicycle and pedestrian facilities and impacts would be less than significant.

Table 4.17-1 General Plan Applicability Analysis
General Plan Policy
Applicability
Mobility (Chapter 4)
Goal 4.1: Promote smooth traffic flows and balance operational efficiency, technological, and economic feasibility.

Policy 4.1.1: Reduce vehicular
congestion on auto -priority streets to the
greatest extent possible.

No Conflict. The Project Applicant would be required to pay TUMF fees, DIF fees, and fair share improvement fees that the City would use to ensure the implementation of roadway improvements in the area in order to minimize
traffic congestion. Additionally, the Project would include the following improvements to accommodate site access and maintain acceptable peak hour operations: install a traffic signal, and construct southbound left turn lane with a
minimum of 200 -feet of storage and a right turn lane, an eastbound left turn lane with a minimum of 100 -feet of storage and a through lane, and westbound through lane and a right turn lane with a minimum of 100 -feet of storage at the intersection of Jack Rabbit Trail & 4th Street; construct an eastbound shared left -through lane and stripe the
southbound right turn lane at the intersection of Potrero Boulevard and 4th Street; construct 4th Street at its ultimate full -width as a Collector (66 -foot right-of-way) from the western Project boundary to Jack Rabbit Trail and with a minimum of one lane of travel in each direction from Jack Rabbit Trail to Potrero Boulevard. Therefore, the Project would not conflict with General Plan Policy 4.1.1.

Policy 4.1.5: Require residential and
commercial development standards that
strengthen connections to transit and
promote walking to neighborhood
services.

No Conflict. The Project Applicant proposes curb adjacent sidewalks and pedestrian paths to encourage and enhance pedestrian activity throughout the Project site. Additionally, the Project would provide pedestrian and bicycle network improvements within the development connecting to
existing off -site facilities to the east along 4th Street.

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4.17 Transportation
General Plan Policy
I Applicability
Therefore, the Project would not conflict with General Plan Policy 4.1.5.

Policy 4.1.6: Review and coordinate
circulation requirements with Caltrans, as
it pertains to freeways and state
highways.

No Conflict. The TIA has been prepared in accordance with the Caltrans Guide for the Preparation of Traffic Impact Studies. The TIA analyzed freeway mainline and ramp
junction impacts to the State Highway System, including the I-10 and SR -60. Therefore, the Project would not conflict with General Plan Policy 4.1.6.

Goal 4.2: Support the development of a comprehensive network of complete streets throughout the City that provides safe, efficient, and accessible connectivity for users of all ages and abilities.

Policy 4.2.2: Maintain standards that
align with SB 743 and multi -modal level
of service (MMLOS) methodologies.

Incorporate these into impact assessments
when appropriate.

No Conflict. Consistent with SB 743, the City of Beaumont adopted thresholds based on VMT. The VMT assessment
(Technical Appendix K2) prepared for the Project included analysis of VMT impacts resulting from implementation of the Project. The VMT assessment for the Project has been reviewed and approved by the City.

The City has not adopted MMLOS methodologies, however,
the TIA (Technical Appendix KI) analyzes LOS and multi - modal transportation. Accordingly, the Project not conflict consistent with General Plan Policy 4.2.2.

Policy 4.2.5: Ensure that existing and
future roadway improvements balance
the needs of all users, including
pedestrians and bicyclists.

No Conflict. As discussed in Chapter 4, Design Guidelines, of the Specific Plan, the Project includes installation of sidewalks along the Project site's frontage with Jack Rabbit Trail and 4th Street and along Industrial Way, a proposed private road located along the north side of the proposed industrial buildings. Access to the Project's proposed
industrial and commercial uses would be separated to allow for safe access for visitors to the Project's commercial uses.

Jack Rabbit Trail provides access to PAs 1 and 2 while
primary access to the Industrial PAs 3 through 8 is provided by 4th Street along the south, with Industrial Way providing secondary access along the north. Additionally, the Project would include the installation of bicycle racks and lockers at each of the proposed light industrial buildings and the Project proposes curb adjacent sidewalks and pedestrian paths to encourage and enhance pedestrian activity
throughout the Project site. Therefore, the Project would not conflict be consistent with General Plan Policy 4.2.5.

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4.17 Transportation
General Plan Policy
Applicability
Goal 4.3: A healthy transportation system that promotes and improves pedestrian, bicycle, and vehicle safety in Beaumont.

Policy 4.3.1: Reduce the potential for car
collisions through design improvements,
speed limit enforcement, and education
efforts, prioritizing areas with a high level
of collision incidence.

No Conflict. The Project site is currently undeveloped and therefore is not in an area with a high level of collision incidences. Roadways would be constructed consistent with the Specific Plan (see Figure 3-8, Conceptual Circulation Plan) and designed in accordance with City standards.

Roadway alignments, designations, and widths provided at the subdivision stage are subject to detailed engineering review and approval by the City Engineer. Traffic control measures shall be installed consistent with the TIA
(Technical Appendix Kl) and as determined by the City
Engineer. Additionally, as discussed above, the Project Applicant would be required to pay TUMF, DIF, and fair
share fees; and the Project would include roadways
improvements consistent with City Requirements to
accommodate site access and maintain acceptable peak hour operations. Driveways and access points shall conform to the City's standard intersection spacing and access spacing.

Additionally, sight distances would be reviewed by the City Engineer to ensure that setbacks allow for clear,
unobstructed sight distances at intersections. Based on the Project's required design improvements, the Project would reduce the potential for car collisions and the Project would not conflict be consistent with General Plan Policy 4.3.1.

Goal 4.4: A balanced transportation system that provides adequate facilities for people in the City to bicycle, walk, or take transit to their destinations.

Policy 4.4.3: Improve safety for all active
transportation users.

No Conflict. The Project Applicant proposes curb adjacent sidewalks and pedestrian paths to encourage and enhance pedestrian activity throughout the Project site. In addition, all driveways and intersections to and from the Project site would be stop -controlled to ensure safety for all
transportation users. Based on the Project's roadway
improvements, the Project would not conflict be consistent with General Plan Policy 4.4.3.

Goal 4.6: An efficient goods movement system that ensures timely deliveries without compromising quality of life, safety, or smooth traffic flow for Beaumont residents.

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General Plan Policy
Applicability
Policy 4.6.1: Prioritize goods movement
No Conflict. The Project site is situated in close proximity along specific routes in the City,
consistent with the adopted layered
to the regional transportation network which connects the site to the Ports of Long Beach and Los Angeles, both major network, to foster efficient freight
gateways for international trade, the Inland Empire and the logistics.

Western United States. Located along the south side of the SR -60 Freeway, access to the regional transportation system from the site is provided via 4th Street, and access to the SR - 60 and I-10 Freeway from 4th Street is provided at the
Potrero Boulevard interchange, approximately 1.25 miles to the east. Truck trips would be routed through an industrial area to Potrero Boulevard. Due to the Project site's
proximity to SR -60, trucks accessing the Project site would efficiently reach the State highway system to facilitate the movement of goods throughout the region. In addition, the Project would be consistent with SCAG's Connect SoCal
goals, which are described in detail in EIR Section 4.11, Land Use and Planning. Based on the foregoing, the Project would be consistent with General Plan Policy 4.6.1.

Policy 4.6.2: Minimize or restrict heavy
No Conflict. The closest sensitive area to the Project site is vehicle traffic near sensitive areas such as
an existing single-family residence located approximately schools, parks, and neighborhoods.
483 feet south of the Project site's southernmost boundary.

Other residential uses are located north across Frontage Road (1,253 feet) and beyond SR -60. However, the Project would not restrict access to or from the existing residence; the Project would provide private residential access on -site to the existing residence, cars and trucks will not pass by this residence under the proposed roadway plan. Truck trips
would be routed through an industrial area to Potrero
Boulevard and would not pass by sensitive areas. Based on these restrictions, the Project would not conflict be
consistent with General Plan Policy 4.6.2.

Threshold b: Would the Project conflict or be inconsistent with CEQA Guidelines Section 15064.3, subdivision (b)?
The City's VMT Guidelines provides details on appropriate "screening thresholds" that can be used to identify when a proposed land use project is anticipated to result in a less -than -significant impact without conducting a more detailed analysis. Screening thresholds are broken into three types:
• Project Type Screening
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• Map Based Screening based on Low VMT Area
• Transit Priority Area (TPA) Screening
A land use project need only meet one of the above screening thresholds to result in a less -than - significant impact. For the purposes of this analysis, the initial VMT screening process has been conducted using the WRCOG VMT Screening Tool (Screening Tool), which uses screening criteria consistent with the screening thresholds recommended in the Technical Advisory and the City's VMT Guidelines. The City's VMT guidelines refer to the WRCOG screening tool that was developed for the SB 743 Implementation Pathway Study and provides directions for model use of projects that are likely not screened out.

1. Project Type Screening
The City Guidelines identify projects that are consistent with the current Sustainable Communities Strategy (SCS) or general plan, and that generate fewer than 110 daily vehicle trips be presumed to have a less -than -significant impact on VMT. Based on the Project's trip generation, the Project is not consistent with the City's General Plan and would generate more than 110 daily vehicle trips, therefore, the Project would not be eligible to screen out based on project type screening.

2. Low VMT Area Screening
The City VMT Guidelines also state that, "residential and office projects that locate in areas with low VMT and that incorporate similar features (density, mix of uses, and transit accessibility) will tend to exhibit similarly low VMT." The Screening Tool uses the sub -regional RIVTAM) to measure VMT performance within individual traffic analysis zones (TAZ's) within the WRCOG region. The Project's physical location based on parcel number was selected within the Screening Tool to determine the relevant TAZ's VMT as compared to the jurisdictional average. The Project boundary is located in TAZ 4120 and would not appear to be within a low VMT generating TAZ based on daily total VMT per service population.

3. TPA Screening
Consistent with guidance identified in the Technical Advisory and the City Guidelines, projects located within a Transit Priority Area (TPA) (i.e., within '/2 mile of an existing "major transit stop"1 or an existing stop along a "high -quality transit corridor") may be presumed to have a less than significant impact absent substantial evidence to the contrary.

However, the presumption may not be appropriate if a project:
• Has a Floor Area Ratio (FAR) of less than 0.75;
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• Is inconsistent with the applicable Sustainable Communities Strategy (as determined by the lead agency, with input from the Metropolitan Planning Organization); or • Replaces affordable residential units with a smaller number of moderate- or high -income residential units.

The Project site is not located within %2 mile of an existing major transit stop or along a high -quality transit corridor. Therefore, the TPA screening threshold is not met. As none of the VMT screening criteria are met a project -level VMT analysis has been prepared.

As discussed previously, the Project would result in a significant project generated VMT impact if the following condition is met:
• Baseline project generated VMT per service population exceeds 3% below the City of Beaumont current average VMT per service population.

Table 4.17-2, Project VMT per SP Comparison, shows the Project Baseline VMT per SP compared to the City's adopted impact threshold. As shown, the Project would exceed the City's current VMT per service population by 45%. As such, the Project's VMT impact is significant.

Table 4.17-2 Project VMT per SP Comparison
Project
City of Beaumont Current
Average
VMT per SP

39.19 27.87
Less 3%

27.03 Difference
+12.16
% Change
+45%
Threshold c: Would the Project substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)?

1. Project Access
Driveways and access point locations, as shown in this Specific Plan, are conceptual until approved by the City Engineer and shall conform to the City's standard intersection and access spacing, based upon the street's classification. Additionally, specific design criteria have been established to address the needs of pick-up, delivery, and service vehicles related to Industrial uses, as follows:
• Design interior driveways and drive aisles to provide adequate stacking and prevent queuing of vehicles on public streets.

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• Locate and design service entrances so they do not interfere with owner/tenant/customer access.
• Design loading areas to provide for tractor trailer backing and maneuvering on -site and not from a public street.
• Provide appropriate on -site service vehicle parking/turnouts in an efficient, non -obtrusive location appropriate to the scale and needs of the development. • Vehicle loading/unloading when parked, shall not impede normal traffic flow.

Proposed roadway improvements along the Project site frontage would occur within the public rights - of -way and would be installed in conformance with the City's design standards. Access to the Project's proposed industrial and commercial uses would be separated to allow for safe access for visitors to the Project's commercial uses. Jack Rabbit Trail provides access to PAs 1 and 2 however, Jack Rabbit Trail will not provide non -emergency access to the SR -60 Freeway but will provide gated emergency access only to SR -60. Primary access to the Industrial PAs 3 through 8 is provided by 4th Street along the south, with Industrial Way providing secondary access along the north. The City of Beaumont reviewed the Project's application materials (refer to EIR Section 3.0, Project Description) and determined that no hazardous transportation design features would be introduced by the Project. Accordingly, the proposed Project would not create or substantially increase safety hazards due to a design feature or incompatible use.

Impacts would be less than significant.

2. Freeway Off -Ramp Queuing Analysis
A project would result in a significant impact, if it would substantially increase hazards due to a geometric design feature or incompatible use. However, for informational purposes only, a queuing analysis was performed for the off -ramps at the I-10 Freeway at Oak Valley Parkway and Beaumont Avenue interchanges to assess vehicle queues for the off ramps that may potentially result in deficient peak hour operations at the ramp -to -arterial intersections and may potentially "spill back" onto the I- 10 Freeway mainline.

Queuing analysis findings for E+P (Phase 1, Phase 2, and Project Buildout) are presented in Table 5- 2 of the Traffic Analysis (Technical Appendix K1). As shown, there are no movements that are anticipated to experience queuing issues during the weekday AM or weekday PM peak 95th percentile traffic flows with the addition of Project (Phase 1), Project (Phase 2), and Project Buildout traffic.

Queuing analysis findings for Opening Year (2023), Opening Year (2025), and Opening Year (2027) are presented in Tables 6-2, 7-2, and 8-2 of the Traffic Analysis (Technical Appendix K1). As shown, there are no movements that are anticipated to experience queuing issues during the weekday AM or weekday PM peak 95th percentile traffic flows under Opening Year Cumulative (2023), Opening Year (2025), and Opening Year (2027), Without Project and With Project traffic conditions.

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Queuing analysis findings for Horizon Year (2045) traffic conditions are shown in Table 4.17-3, Horizon Year (2045) Freeway Off -Ramp Queuing Analysis. As shown, the following movements are anticipated to experience queuing issues during the weekday AM or weekday PM peak 95th percentile traffic flows under Horizon Year (2045) Without Project and With Project traffic conditions:
• I-10 Eastbound Ramps & Oak Valley Parkway (#7), Southbound shared left -through -right turn lane — AM and PM peak hours; and
• I-10 Westbound Ramps & Oak Valley Parkway (#8), Northbound shared left -through -right turn lane — PM peak hour only
Although queue lengths could increase in the Horizon Year as shown in Table 4.17-3, such queuing is consistent with general freeway conditions throughout the region and would not substantially increase hazards due to geometric design features or incompatible uses. Additionally, inadequate queuing at these locations would occur in 2045 without the Project. Therefore, the Project would not create or substantially increase safety hazards due to a design feature or incompatible use and impacts would be less than significant.

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4.17 Transportation
Table 4.17-3 Horizon Year (2045) Freeway Off -Ramp Queuing Analysis Intersection
Movement
Available
Stacking
Distance
(Feet)
2045 Without Project
2045 With Project
95th Percentile
Queue (Feet)
Acceptable?'
95th
Percentile
Queue (Feet)
Acceptable?'
AM
Peak
Hour
PM
Peak
Hour
alf.

PM
AM
Peak
Hour
PM
Peak
Hour
AM
PM
I-10 EB
Ramps &
Oak Valley
Pwky.

SBL/T/R
1,150
1,3372
3,4802
No
No
1,5312
3,6112
No
No
I-10 WB
Ramps &
Oak Valley
Pkwy.

NBL/T/R
1,220
8452
1,2402
Yes
No
8452
1,2402
Yes
No
Beaumont
Av. & I-10
WB Ramps
WBL
485
Not Applicable3
Not Applicable3
WBL/R
1,110
Beaumont
Av. & I-10
EB Ramps
EBL/R
885
Not Applicable3
Not Applicable3
EBR
235
Potrero Bl. &
I-10 WB
Ramps
WBL
2,000
86 256
Yes
Yes
234
346
Yes
Yes
WBR
500
98 147
Yes
Yes
100
145
Yes
Yes
Potrero Bl. &
I-10 EB
Ramps
EBL
1,800
227
9192
Yes
Yes
307
9172
Yes
Yes
EBR
600
68 141
Yes
Yes
351
211
Yes
Yes
*BOLD = Queue length exceeds available stacking distance.

Stacking Distance is acceptable if the required stacking distance is less than or equal to the stacking distance provided. 2 95th percentile volume exceeds capacity, queue may be longer. 3 Project is not anticipated to contribute any trips to this off -ramp. As such, the queues have not been evaluated for this scenario.

Source: (Urban Crossroads, 2022f, Table 9-2)
Threshold d: Would the Project result in inadequate emergency access? The Specific Plan includes a detailed Circulation Plan to ensure efficient access to and within the Project site. As shown in Figure 3-8, Conceptual Circulation Plan, Jack Rabbit Trail forms the Project site' s eastern boundary and connects to Industrial Way at the northeast corner and with 4th Street at the southeast corner of the Project site. Local access to the Project site would be provided from the future extension of 4th Street from Jack Rabbit Trail to Potrero Boulevard currently under construction as part of the Hidden Canyon Industrial Park project located immediately to the east to the Project; 4th Street between Jack Rabbit Trail and Potrero Boulevard is being constructed across the Hidden Canyon Industrial Park site as an industrial collector with a 78 -foot right-of-way and 56 -foot curb -to -curb.

Upon construction of the Project, access from the Project site to the SR -60 via Jack Rabbit Trail would be restricted, with the northerly portion of Jack Rabbit Trail to the SR-60/Jack Rabbit Trail interchange utilized as secondary emergency egress (and fire and emergency vehicle ingress) only. Jack Rabbit Lead Agency: City of Beaumont SCH No. 2020099007

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Trail provides access to PAs 1 and 2, however, Jack Rabbit Trail will provide gated emergency access only to SR -60. Specifically, the Project will install emergency access gates on Jack Rabbit Trail just south of the CalTrans right-of-way upon construction of alternative temporary access to Hoy Ranch from 4th Street and installation of a temporary connection from 4th Street to Jack Rabbit Trail south of the development area of the Property. The emergency access gates shall be installed prior to the issuance of the first Certificate of Occupancy in Phase 1. Primary access to the Industrial PAs 3 through 8 is provided by 4th Street along the south, with Industrial Way providing secondary access along the north. Industrial Way connects with 4th Street at the south side of PA 8, assuring a loop road for firefighting and evacuation. Entertainment Way also provides access to PAs 3 and 4 along their western edges. Entertainment Way demarcates the change in land use between the Industrial uses in PAs 3 through 8 and "The Experience at Beaumont Pointe" in PAs 1 and 2, while connecting Jack Rabbit Trail and 4th Street.

To provide emergency secondary access to each phase of development, 40 -foot wide Interim Fire Access Loop Connections will be constructed between PAs 4 and 5 for Phase 1 (PA 1, 2, 3 and 4), between PAs 6 and 7 for Phase 2 (PAs 5 and 6), and a permanent Fire Lane Loop (Industrial Way) will be constructed around the perimeter of PA 8 as part of Phase 3. Interim Fire Access Loop Connections will be eliminated by being incorporated into the parking areas for the PA in which each is located upon installation of either: additional Interim Fire Access Loop Connections or completion of the Industrial Way connection to 4th Street.

The City evaluated the Project's design, including but not limited to proposed driveway locations and parking lot/drive aisle configuration, to ensure that adequate access would be provided for emergency vehicles at all phases of Project development. Furthermore, the Project would provide adequate emergency access along abutting roadways during temporary construction activities within the public right-of-way.

Moreover, the Project would comply with fire safety requirements and standards of the Riverside County Fire Department, including fire prevention and suppression measures relating to water improvement plans, fire hydrants, automatic fire extinguishing systems, fire access, access gates, combustible construction, water availability, and fire sprinkler systems. This would ensure that the Project is designed and constructed to provide adequate emergency access for emergency vehicles.

Therefore, the Project would not result in inadequate emergency access and impacts would be less than significant.

4.17.8 CUMULATIVE IMPACT ANALYSIS
This cumulative impact analysis considers development of the proposed Project in conjunction with other development projects and planned development.

The analysis under Threshold "a" indicates that the Project would not conflict with relevant SCAG RTP/SCS or City General Plan programs, plans, and policies addressing the circulation system.

Further, the Project does not include any features that would preclude the City from completing and Lead Agency: City of Beaumont SCH No. 2020099007

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complying with these guiding documents and policy objectives. Each related project would be expected to comply with all applicable relevant programs, plans, and policies. Therefore, no cumulative impact would occur.

OPR's Technical Advisory states that "a project that falls below an efficiency -based threshold (e.g., VMT per service population) that is aligned with long-term goals and relevant plans has no cumulative impact distinct from the project impact. Accordingly, a finding of a less than significant project impact would imply a less than significant cumulative impact and vice versa. This is similar to the analysis typically conducted for greenhouse gas emissions, air quality impacts, and impacts that utilize plan compliance as a threshold of significance." Since the Project was found to have a significant and unavoidable impact at the project level, it is considered to be cumulatively -considerable and therefore to have a significant cumulative impact as well.

Based on the review of the Project Site driveways and the informational queuing analysis outlined above, no safety concerns relating to geometric design of the Project Site access points would occur.

Therefore, impacts are not considered to be cumulatively -considerable and no significant cumulative impact would occur.

As discussed above, the Project would not result in inadequate emergency access. Therefore, the Project would not cumulatively contribute to inadequate emergency access, and no cumulative impact would occur.

4.17.9 SIGNIFICANCE OF IMPACTS BEFORE MITIGATION
Threshold a: Less than Significant Impact. The Project would not conflict with a program, plan, policy addressing the circulation system such that the Project would result in a significant impact on the environment.

Threshold b: Significant Direct and Cumulatively -Considerable Impact. The Project would result in a significant VMT impact.

Threshold c: Less than Significant Impact. Queuing analysis was provided for informational purposes only. The Project would not create or substantially increase safety hazards due to a design feature or incompatible use.

Threshold d: No Impact. Adequate emergency access would be provided to the Project site during construction and long-term operation. The Project would not result in inadequate emergency access to the site or surrounding properties.

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4.17.10 MITIGATION MEASURES
A. VMT Impacts
Transportation demand management (TDM) strategies have been evaluated for reducing VMT impacts determined to be potentially significant. The effectiveness of TDM strategies to reduce VMT has been determined based on the SB 743 Implementation TDM Strategy Assessment (Fehr & Peers, 2019) ("WRCOG Report") prepared for WRCOG and the Quantifying Greenhouse Gas Mitigation Measures (CAPCOA, 2010). In addition to specific tenancy considerations, which may affect the effectiveness of TDM measures, land use context is a major factor relevant to the potential application and effectiveness of TDM measures. More specifically, the land use context of the Project is characteristically suburban. The analysis provided by WRCOG shows that a rural to suburban community like Beaumont without a well -developed transportation system is unlikely to achieve anywhere near a 15% reduction in VMT regardless of project -specific mitigation. The Project's suburban context acts to reduce the range of feasible TDM measures and moderates their potential effectiveness. Relevant discussion in this regard is presented in the WRCOG Report, excerpted in pertinent part below:

The Technical Advisory relies on the Quantifying Greenhouse Gas Mitigation Measures, (CAPCOA) 2010 resource document to help justify the 15 percent reduction in VMT threshold stating, " . . . fifteen percent reduction in VMT are achievable at the project level in a variety of place types . . . ". A more accurate reading of the CAPCOA document is that a fifteen percent is the maximum reduction when combining multiple mitigation strategies for the suburban center4 place type. For suburban 5 place types 10 percent is the maximum and requires a project to contain a diverse land use mix, workforce housing, and project -specific transit. It is also important to note that the maximum percent reductions were not based on data or research comparing the actual performance of VMT reduction strategies in these place types. Instead, the percentages were derived from a limited comparison of aggregate citywide VMT performance for Sebastopol, San Rafael, and San Mateo where VMT performance ranged from 0 to 17 percent below the statewide VMT/capita average based on data collected prior to 2002. Little evidence exists about the long-term performance of similar TDM strategies in different land use contexts. As such, VMT reductions from TDM strategies cannot be guaranteed in most cases (Fehr & Peers, 2019, pp. 65-66).

As indicated in the preceding discussion, even under the most favorable circumstances, projects located within a suburban context, such as the proposed Project evaluated here, can realize a maximum 10% reduction in VMT through implementation of feasible TDM measures. This could result in reduction from 39.19 to 35.27 VMT per SP which would still exceed of the jurisdiction's current average VMT per SP threshold of 27.03 by 30.5%.

Given the City's rural/suburban land use context, the following TDM measures were identified as the most appropriate.

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• Diversifying land use;
• Improving pedestrian networks;
• Implementing traffic calming infrastructure;
• Building low -street bicycle network improvements;
• Encouraging telecommuting and alternative work schedules; and • Providing ride -share programs.

Consistent with VMT reduction measures described within CAPCOA and further evaluated within the WRCOG Report and City's VMT Guidelines, reductions to VMT shall include the strategies identified in Mitigation Measure MM 4.17-1. In addition to Mitigation Measure MM 4.17-1, the Project would provide pedestrian and bicycle network improvements within the development connecting to existing off -site facilities to the east along 4th Street. Additionally, Section 3.6, Energy Efficiency Development Criteria, of the Specific Plan includes the following TDM measures: car/vanpool program with preferred parking; bike lockers and secure bike racks; preferential parking spaces for car -share, carpool, and ultra -low or zero emission vehicles; and installation of electric vehicle charging stations.

MM 4.17-1
Prior to the issuance of building permits, the Project Applicant shall incorporate the TDM measures identified below. Verification that the TDM measures were completed shall be verified by the City's Public Works Director.
a. Where applicable ensure design of key intersections and roadways encourage the use of walking, biking and, where applicable, transit. b. Collaborate with the Riverside Transit Authority (RTA) to determine the feasibility of providing new or re-route existing transit services to the site. c. Commute trip reduction (CTR) programs offered to encourage the use of biking.
d. Encourage CTR programs may also provide for alternative work or compressed work schedules to reduce the number of days an employee commutes to work.

4.17.11 SIGNIFICANCE OF IMPACTS AFTER MITIGATION
Threshold b: Significant and Unavoidable Direct and Cumulatively -Considerable Impact. Project components and mitigation measures available to reduce VMT include: developing pedestrian network improvements, providing design features that encourage people to walk or bike instead of drive, implementing TDM measures such as those listed in Mitigation Measure MM 4.17-1, car/vanpool program with preferred parking; bike lockers and secure bike racks; preferential parking spaces for car -share, carpool, and ultra -low or zero emission vehicles; and installation of electric vehicle charging stations. As discussed in this section and in Section 3.0, Project Description, various design features are included in the Project to encourage pedestrian and bicycle activity (sidewalks and bicycle parking).

Encouraging businesses to allow telecommuting and alternative work week hours and to use ridesharing programs also can reduce VMT, but the City of Beaumont has no jurisdictional authority to mandate the businesses practices of private enterprises. Additionally, there is no means to quantify Lead Agency: City of Beaumont SCH No. 2020099007

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any VMT reductions that could result. It is also recognized that as the Project area and surrounding communities develop as envisioned under the City of Beaumont General Plan (Beaumont 2040 Plan), new residential, retail, and industrial development would be implemented. These actions could collectively alter transportation patterns, improve the region's jobs/housing ratio, reduce VMT, and support implementation of new or alternative TDM measures. Additionally, the effectiveness of some of the TDM strategies that have potential to reduce the Project VMT are dependent on as yet unknown Project building tenant(s), which can change over time; and as noted above, "VMT reductions from TDM strategies cannot be guaranteed in most cases." Hence, relying on TDM programs tied to tenants would likely result in the need for on -going monitoring to verify performance Therefore, Project impacts related to VMT would be significant and unavoidable.

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4.18 TRIBAL CULTURAL RESOURCES
The analysis in this section is based on on the cultural resources assessment report prepared by Brian F. Smith and Associates, Inc. (hereafter, "BFSA") and Native American tribal consultations. The referenced BFSA report is titled "A Phase I and Phase II Cultural Resources Assessment for the Beaumont Pointe Specific Plan Project," dated October 5, 2022 (BFSA, 2022), which is included as Technical Appendix D to this EIR. Written and oral communication between Native American tribes and the City of Beaumont is considered confidential in respect to places that have tribal cultural significance (Government Code Section 65352.4), and although all communications that occurred between the Native American tribes and the City of Beaumont pertaining to the Project site were relied upon to inform the preparation of this EIR section, those communications are treated as confidential and are not available for public review. Under existing law, environmental documents must not include information about the location of archeological sites or sacred lands or any other information that is exempt from public disclosure pursuant to the Public Records Act (California Code of Regulations Section 15120[d]).

4.18.1 EXISTING CONDITIONS
The information provided below is a summary of the Existing Conditions information provided in Section 4.5, Cultural Resources, and Technical Appendix D, of this EIR. Please refer to Section 4.5.1 for a detailed discussion of the Project's prehistoric, ethnohistoric, and historic setting as it applies to Native Americans.

A. Prehistoric Period
Paleo Indian, Archaic Period Milling Stone Horizon, and the Late Prehistoric Takic groups are the three general cultural periods represented in Riverside County. The discussion of the cultural history of Riverside County also references the San Dieguito Complex, Encinitas Tradition, Milling Stone Horizon, La Jolla Complex, Pauma Complex, and San Luis Rey Complex, since these culture sequences have been used to describe archaeological manifestations in the region. The Late Prehistoric component present in the Riverside County area was represented by the Cahuilla, Gabrielino, and Luiseno Indians; however, the project does also fall within an area likely occupied by the Serrano.

8. Ethnohistoric Setting
Ethnohistoric and ethnographic evidence indicates that three Takic-speaking groups occupied portions of Riverside County: the Luiseno, the Cahuilla, and the Gabrielino. However, the Project is also located near the territory known to have been occupied by the Serrano. The geographic boundaries between these groups in pre- and proto-historic times are difficult to place. This group was a seasonal hunting and gathering people with cultural elements that were very distinct from Archaic Period peoples. These distinctions include cremation of the dead, the use of the bow and arrow, and exploitation of the acorn as a main food staple (Moratto 1984). Along the coast, the Luiseno made use of available marine resources by fishing and collecting mollusks for food. Seasonally available terrestrial resources, including acorns and game, were also sources of nourishment for Luiseno groups. Elaborate kinship Lead Agency: City of Beaumont SCH No. 2020099007

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■ D Environmental Impact Report 4.18 Tribal Cultural Resources and clan systems between the Luiseno and other groups facilitated a wide -reaching trade network that included trade of Obsidian Butte obsidian and other resources from the eastern deserts, as well as steatite from the Channel Islands.

The primary settlements of Late Prehistoric Luiseno Indians in the San Jacinto Plain were represented by Ivah and Soboba near Soboba Springs, Jusipah near the town of San Jacinto, Ararah in Webster's Canyon en route to Idyllwild, Pahsitha near Big Springs Ranch southeast of Hemet, and Corova in Castillo Canyon. These locations share features such as the availability of food and water resources.

Features of this land use include petroglyphs and pictographs, as well as widespread milling, which is evident in bedrock and portable implements. Groups in the vicinity of the project, neighboring the Luiseno, include the Cahuilla and the Gabrielino. Ethnographic data for these groups are summarized below.

1. Luiseno
When contacted by the Spanish in the sixteenth century, the Luiseno occupied a territory bounded on the west by the Pacific Ocean, on the east by the Peninsular Ranges Mountains at San Jacinto, on the south by Agua Hedionda Lagoon, and on the north by Aliso Greek in present-day San Juan Capistrano. The Luiseno were a Takic-speaking people more closely related linguistically and ethnographically to the Cahuilla, Gabrielino, and Cupefio to the north and east rather than the Kumeyaay who occupied territory to the south.

The Luiseno occupied sedentary villages most often located in sheltered areas in valley bottoms, along streams, or along coastal strands near mountain ranges. Villages were located near water sources to facilitate acorn leaching in areas that offered thermal and defensive protection. House structures were conical, partially subterranean, and thatched with reeds, brush, or bark.

Hunting implements included the bow and arrow. Arrows were tipped with either a carved, fire - hardened wooden tip or a lithic point, usually fashioned from locally available metavolcanic material or quartz. Coastal groups fashioned dugout canoes for nearshore fishing and harvested fish with seines, nets, traps, and hooks made of bone or abalone shell.

The Luiseno had a well -developed basket industry. Baskets were used in resource gathering, food preparation, storage, and food serving. Ceramic containers were shaped by paddle and anvil and fired in shallow, open pits to be used for food storage, cooking, and serving. Other utensils included wood implements, steatite bowls, and ground stone manos, metates, mortars, and pestles.

2. Cahuilla
At the time of Spanish contact in the sixteenth century, the Cahuilla occupied territory that included the San Bernardino Mountains, Orocopia Mountain, and the Chocolate Mountains to the west, Salton Sea and Borrego Springs to the south, Palomar Mountain and Lake Mathews to the west, and the Santa Ana River to the north. The Cahuilla are a Takic-speaking people closely related to their Gabrielino and Luiseno neighbors, although relations with the Gabrielino were more intense than with the Lead Agency: City of Beaumont SCH No. 2020099007

■ ■ Beaumont Pointe Specific Plan
■ D Environmental Impact Report 4.18 Tribal Cultural Resources Luiseno. They differ from the Luiseno and Gabrielino in that their religion is more similar to the Mohave tribes of the eastern deserts than the Chingichngish religious group of the Luiseno and Gabrielino.

Cahuilla villages were typically permanent and located on low terraces within canyons in proximity to water sources. These locations proved to be rich in food resources and also afforded protection from prevailing winds. Cahuilla houses were dome -shaped or rectangular, thatched structures. Cahuilla clothing, like other groups in the area, was minimal. Men typically wore a loincloth and sandals; women wore skirts made from mesquite bark, animal skin, or tules. Babies wore mesquite bark diapers. Rabbit skin cloaks were worn in cold weather.

Hunting implements included the bow and arrow, throwing sticks, and clubs. Grinding tools used in food processing included manos, metates, and wooden mortars. The Cahuilla were known to use long, wood, grinding implements to process mesquite beans; the mortar was typically a hollowed wooden log buried in the ground. Other tools included steatite arrow shaft straighteners. Baskets were made from rush, deer grass, and skunkbrush. Different species and leaves were chosen for different colors in the basket design. Coiled -ware baskets were either flat (for plates, trays, or winnowing), bowl -shaped (for food serving), deep, inverted, and cone -shaped (for transporting), or rounded and flat-bottomed for storing utensils and personal items.

Cahuilla pottery was made from a thin, red -colored ceramic ware that was often painted and incised.

Four basic vessel types are known for the Cahuilla: small -mouthed jars, cooking pots, bowls, and dishes. Additionally, smoking pipes and flutes were fashioned from ceramic.

3. Serrano
Aboriginally, the Serrano occupied an area east of present-day Los Angeles. Definitive boundaries are difficult to place for the Serrano due to their sociopolitical organization and a lack of reliable data.

However, researchers place the Serrano in the San Bernardino Mountains east of Cajon Pass and at the base of and north of the mountains near Victorville, east to Twentynine Palms, and south to the Yucaipa Valley. Serrano has been used broadly for languages in the Takic family including Serrano, Kitanemuk, Vanyume, and Tataviam.

Serrano village locations were typically located near water sources. The Serrano were primarily hunters and gatherers. Vegetal staples varied with locality. Acorns and pinon nuts were found in the foothills, and mesquite, yucca roots, cacti fruits, and pinon nuts were found in or near the desert regions. Diets were supplemented with other roots, bulbs, shoots, and seeds. Deer, mountain sheep, antelopes, rabbits, and other small rodents were among the principal food packages. Various game birds, especially quail, were also hunted.

The Serrano were part of "exogamous clans; details such as number, structure, and function of the clans are unknown. The Serrano formed alliances amongst their own clans and with Cahuilla, Chemehuevi, Gabrielino, and Cupeno clans. Clans were large, autonomous, political, and landholding Lead Agency: City of Beaumont SCH No. 2020099007

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■ D Environmental Impact Report 4.18 Tribal Cultural Resources units formed patrilineally, with all males descending from a common male ancestor, including all wives and descendants of the males. However, even after marriage, women would still keep their original lineage, and would still participate in those ceremonies.

The Serrano were very similar technologically to the Cahuilla. In general, manufactured goods included baskets, some pottery, rabbit -skin blankets, awls, arrow straighteners, sinewbacked bows, arrows, fire drills, stone pipes, musical instruments (rattles, rasps, whistles, bullroarers, and flutes), feathered costumes, mats for floor and wall coverings, bags, storage pouches, cordage (usually comprised of yucca fiber), and nets.

4. Gabrielino
The Gabrielino occupied territory at the time of Spanish contact included much of present-day Los Angeles and Orange counties. The southern extent of this culture area is bounded by Aliso Creek, the eastern extent is located east of present-day San Bernardino along the Santa Ana River, the northern extent includes the San Fernando Valley, and the western extent includes portions of the Santa Monica Mountains. The Gabrielino also occupied several Channel Islands including Santa Barbara Island, Santa Catalina Island, San Nicholas Island, and San Clemente Island.

Gabrielino villages were permanent and smaller resource -gathering camps occupied at various times of the year depending on the seasonality of the resource. Larger villages were comprised of several families or clans, while smaller, seasonal camps typically housed smaller family units. The coastal area between San Pedro and Topanga Canyon was the location of primary subsistence villages, while secondary sites were located near inland sage stands, oak groves, and pine forests. Permanent villages were located along rivers and streams and in sheltered areas along the coast. As previously mentioned, the Channel Islands were also the locations of relatively large settlements. Gabrielino houses were domed, circular structures made of thatched vegetation. Houses varied in size and could house from one to several families.

Clothing was minimal; men and children most often went naked, while women wore deerskin or bark aprons. In cold weather, deerskin, rabbit fur, or bird skin (with feathers intact) cloaks were worn. Island and coastal groups used sea otter fur for cloaks. In areas of rough terrain, yucca fiber sandals were worn. Women often used red ochre on their faces and skin for adornment or protection from the sun. Adornment items included feathers, fur, shells, and beads (Bean and Smith 1978; Kroeber 1976).

Hunting implements included wooden clubs, sinew -backed bows, slings, and throwing clubs. Maritime implements included rafts, harpoons, spears, hook and line, and nets. A variety of other tools included deer scapulae saws, bone and shell needles, bone awls, scrapers, bone or shell flakers, wedges, stone knives and drills, metates, mullers, manos, shell spoons, bark platters, and wooden paddles and bowls.

Baskets were made from rush, deer grass, and skunk bush. Baskets were fashioned for hoppers, plates, trays, and winnowers for leaching, straining, and gathering. Baskets were also used for storing, preparing, and serving food, and for keeping personal and ceremonial items.

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■ D Environmental Impact Report 4.18 Tribal Cultural Resources The Gabrielino had exclusive access to soapstone, or steatite, procured from Santa Catalina Island quarries. This highly prized material was used for making pipes, animal carvings, ritual objects, ornaments, and cooking utensils. The Gabrielino profited well from trading steatite since it was valued so much by groups throughout southern California.

4.18.2 NOTICE OF PREPARATION/SCOPING COMMENTS AND TRIBAL OUTREACH A Notice of Preparation (NOP) for the Project was released for public review on September 7, 2020 and an EIR Scoping Meeting was held September 17, 2020. No comments were made during the EIR Scoping Meeting that pertain to tribal cultural resources. One comment was received related to cultural resources from the Native American Heritage Commission (NAHC) on September 8, 2020. The NAHC requested that the EIR adhere to the Native American consultation requirements pursuant to Senate Bill (SB) 18 and Assembly Bill (AB) 52. Additionally, the Rincon Band of Luiseiio Indians stated that the Project is not located within the tribe's specific Area of Historic Interest and recommended that the Project Applicant directly contact a tribe that is closer to the Project site for pertinent information.

As required by AB 52 and SB 18, the City submitted invitations to consult with 10 Native American tribes November 18, 2020, including the following tribes:
• Agua Caliente Band of Cahuilla Indians
• Morongo Band of Mission Indians
• Torres -Martinez Desert Cahuilla Indians
• Santa Rosa Band of Cahuilla Indians
• Ramona Band of Cahuilla
• Cabazon Band of Mission Indians
• Soboba Band of Mission Indians
• Cahuilla Band of Indians
• Los Coyotes Band of Cahuilla and Cupeno Indians
• Augustine Band of Cahuilla Mission Indians

4.18.3 REGULATORY FRAMEWORK
The following is a brief description of the federal, State, and local environmental laws and related regulations related to tribal cultural resources.

A. Federal

1. Native American Graves Protection and Reparation Act (NAGPRA) The Native American Graves Protection and Repatriation Act (NAGPRA; Public Law 101-601; 25 U.S.C. 3001-3013) describes the rights of Native American lineal descendants, Indian tribes, and Native Hawaiian organizations with respect to the treatment, repatriation, and disposition of Native American human remains, funerary objects, sacred objects, and objects of cultural patrimony, referred Lead Agency: City of Beaumont SCH No. 2020099007

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■ D Environmental Impact Report 4.18 Tribal Cultural Resources to collectively in the statute as cultural items, with which they can show a relationship of lineal descent or cultural affiliation.

One major purpose of this statute is to require that federal agencies and museums receiving federal funds inventory holdings of Native American human remains and funerary objects and provide written summaries of other cultural items. The agencies and museums must consult with Indian Tribes and Native Hawaiian organizations to attempt to reach agreements on the repatriation or other disposition of these remains and objects. Once lineal descent or cultural affiliation has been established, and in some cases the right of possession also has been demonstrated, lineal descendants, affiliated Indian Tribes, or affiliated Native Hawaiian organizations normally make the final determination about the disposition of cultural items. Disposition may take many forms from reburial to long term curation, according to the wishes of the lineal descendent(s) or culturally affiliated Tribe(s).

The second major purpose of the statute is to provide greater protection for Native American burial sites and more careful control over the removal of Native American human remains, funerary objects, sacred objects, and items of cultural patrimony on Federal and tribal lands. NAGPRA requires that Indian tribes or Native Hawaiian organizations be consulted whenever archeological investigations encounter, or are expected to encounter, Native American cultural items or when such items are unexpectedly discovered on Federal or tribal lands. Excavation or removal of any such items also must be done under procedures required by the Archaeological Resources Protection Act. This NAGPRA requirement is likely to encourage the in -situ preservation of archaeological sites, or at least the portions of them that contain burials or other kinds of cultural items.

Other provisions of NAGPRA: (1) stipulate that illegal trafficking in human remains and cultural items may result in criminal penalties; (2) authorizes the Secretary of the Interior to administer a grants program to assist museums and Indian Tribes in complying with certain requirements of the statute; (3) requires the Secretary of the Interior to establish a Review Committee to provide advice and assistance in carrying out key provisions of the statute; authorizes the Secretary of the Interior to penalize museums that fail to comply with the statute; and, (5) directs the Secretary to develop regulations in consultation with this Review Committee.

2. National Historic Preservation Act (1981)
The National Historic Preservation Act (NHPA) (16 U.S. Code Section 470 et. seq.) created the National Register of Historic Places program under the Secretary of the Interior. In addition to enticing state and local municipalities with federal funding, the NHPA provides the legal framework for most state and local preservation laws. Significant historical or archaeological resources are listed in the National Register of Historic Places, which is a program maintained by the Keeper of the National Register. The National Register program also includes National Historic Landmarks, which is limited only to properties of significance to the nation.

The NHPA established the Section 106 review procedure to protect historic and archaeological resources listed in or eligible for listing in the National Register from the impact of projects by a federal Lead Agency: City of Beaumont SCH No. 2020099007

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■ u Environmental Impact Report 4.18 Tribal Cultural Resources agency or project funded or permitted by a federal agency. The National Register is an authoritative guide to be used by governments, private groups, and citizens to identify the nation's cultural resources and to indicate what properties should be considered for protection from destruction or impairment.

Listing of private property on the National Register does not prohibit by law any actions which may otherwise be taken by the property owner with respect to the property.

3. American Indian Religious Freedom Act
The American Indian Religious Freedom Act (AIRFA) requires each executive branch agency with statutory or administrative responsibility for the management of Federal lands shall, to the extent practicable, permitted by law, and not clearly inconsistent with essential agency functions, to accommodate access to and ceremonial use of Indian sacred sites by Indian religious practitioners and avoid adversely affecting the physical integrity of such sacred sites. Where appropriate, agencies also are required to maintain the confidentiality of sacred sites. Each executive branch agency with statutory or administrative responsibility for the management of Federal lands are required to implement procedures to ensure reasonable notice is provided of proposed actions or land management policies that may restrict future access to or ceremonial use of, or adversely affect the physical integrity of, sacred sites.

8. State

1. AB 52
California AB 52 (2014) Chapter 532 amended Section 5097.94 of, and added Sections 21073, 21074, 21080.3.1, 21080.3.2, 21802.3, 21083.09, 21084.2, and 21084.3 to the California Public Resources Code, relating to Native Americans. AB 52 was approved on September 25, 2014. AB 52 includes a requirement for notification of tribes and consultation with responding tribes early in the CEQA process, to ensure that local and Tribal governments, public agencies, and project proponents would have information available, early in the project planning process, to identify and address potential adverse impacts to tribal cultural resources. By taking this proactive approach, the legislature also intended to reduce the potential for delay and conflicts in the environmental review process.

Per AB 52, within 14 days of deciding to undertake a project or determining that a project application is complete, the lead agency must provide formal written notification to all tribes who have requested in writing to be notified. The tribe then has 30 days of receiving the notification to respond if it wishes to engage in consultation. The lead agency must initiate consultation within 30 days of receiving the request from the tribe. Consultation concludes when both parties have agreed on measures to mitigate or avoid a significant effect to a tribal cultural resource, or a party, after a reasonable effort in good faith, decides that mutual agreement cannot be reached. Regardless of the outcome of consultation, the CEQA document must disclose significant impacts on tribal cultural resources and discuss feasible alternatives or mitigation that avoid or lessen the impact.

Public Resources Code now establishes that "[a] project with an effect that may cause a substantial adverse change in the significance of a tribal cultural resource is a project that may have a significant Lead Agency: City of Beaumont SCH No. 2020099007

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• ❑ Environmental Impact Report 4.18 Tribal Cultural Resources effect on the environment" (Public Resources Code, Section 21084.2). To help determine whether a project may have such an effect, Public Resources Code requires a lead agency to consult with any California Native American tribe that requests consultation and is traditionally and culturally affiliated with the geographic area of a proposed project. That consultation must take place prior to the determination of whether a negative declaration, mitigated negative declaration, or environmental impact report is required for a project.

If a lead agency determines that a project may cause a substantial adverse change to tribal cultural resources, the lead agency must consider measures to mitigate that impact. Public Resources Code Section 20184.3 (b)(2) provides examples of mitigation measures that lead agencies may consider to avoid or minimize impacts to tribal cultural resources. These rules apply to projects that have a notice of preparation for an environmental impact report filed on or after July 1, 2015.

Public Resources Code Section 21074 defines "tribal cultural resources." In brief, to be considered a "tribal cultural resource," a resource must be either be:

1. listed, or determined to be eligible for listing, on the national, state, or local register of historic resources, or

2. a resource that the lead agency chooses, in its discretion, to treat as a tribal cultural resource.

In the latter instance, the lead agency must determine that the resource meets the criteria for listing in the state register of historic resources. In applying those criteria, a lead agency must consider the value of the resource to the tribe.

2. SB 18
Existing law provides limited protection for Native American prehistoric, archaeological, cultural, spiritual, and ceremonial places. These places may include sanctified cemeteries, religious, ceremonial sites, shrines, burial grounds, prehistoric ruins, archaeological or historic sites, Native American rock art inscriptions, or features of Native American historic, cultural, and sacred sites.

SB 18 on Traditional Tribal Cultural Places was signed into law in September 2004 and went into effect on March 1, 2005. It places requirements upon local governments for developments within or near traditional tribal cultural places (TTCP). SB 18 requires local jurisdictions to provide opportunities for involvement of California Native Americans tribes in the land planning process for the purpose of preserving traditional tribal cultural places. The Final Tribal Guidelines recommend that the California Native American Heritage Commission (NAHC) provide written information as soon as possible but no later than 30 days after receiving notice of the project to inform the lead agency if the proposed project is determined to be in proximity to a TTCP and another 90 days for tribes to respond to a local government if they want to consult with the local government to determine whether the project would have an adverse impact on the TTCP. The CEQA public distribution list may include tribes listed by the NAHC who have requested consultation, or it may not. If the NAHC, the tribe, and Lead Agency: City of Beaumont SCH No. 2020099007

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■ D Environmental Impact Report 4.18 Tribal Cultural Resources interested parties agree upon the mitigation measures necessary for the proposed project, it would be included in the project's EIR.

SB 18 requires a city or county to consult with the NAHC and any appropriate Native American tribe for the purpose of preserving relevant TTCP prior to the adoption, revision, amendment, or update of a city's or county's general plan. Although SB 18 does not specifically mention consultation or notice requirements for adoption or amendment of specific plans, the Final Tribal Guidelines advise that SB 18 requirements extend to specific plans as well, since state planning law requires local governments to use the same process for amendment or adoption of specific plans as general plans (defined in Government Code Section 65453). In addition, SB 18 provides a new definition of TTCP, requiring a traditional association of the site with Native American traditional beliefs, cultural practices, or ceremonies or the site must be shown to have been used for activities related to traditional beliefs, cultural practices, or ceremonies. Previously, the site was defined to require only an association with traditional beliefs, practices, lifeways, and ceremonial activities. In addition, SB 18 law also amended Civil Code Section 815.3 and adds California Native American tribes to the list of entities that can acquire and hold conservation easements for the purpose of protecting their cultural places.

3. California Register of Historical Resources (1993)
As a recipient of federal funding, the California Office of Historic Preservation administers the California Register of Historical Resources (CRHR) (Public Resources Code Section 5020 et. seq.).

The purpose of the California Register is to develop and maintain an authoritative guide to be used by state and local agencies, private groups, and citizens to identify the state's historical resources and to indicate which properties are to be protected, to the extent prudent and desirable, from substantial adverse change. The State Historic Preservation Officer enforces a designation and protection process, has a qualified historic preservation review commission, maintains a system for surveys and inventories, and provides for adequate public participation in its activities. Sites, places, or objects that are eligible to the National Register, are automatically included in the California Register.

4. State Health and Safety Code
California Health and Safety Code Section 7050.5(b) requires that excavation and disturbance activities must cease "In the event of discovery or recognition of any human remains in any location other than a dedicated cemetery..." until the coroner can determine the circumstances, manner, and cause of any death. The coroner is then required to make recommendations concerning the treatment and disposition of the human remains. Further, this section of the code makes it a misdemeanor to intentionally disturb, mutilate or remove interred human remains. Section 7051 specifies that the removal of human remains from "internment or a place of storage while awaiting internment" with the intent to sell them or to dissect them with "malice or wantonness" is a public offense punishable by imprisonment in a state prison. Lastly, Health and Safety Code Sections 8010-8011 establish the California Native American Graves Protection and Repatriation Act consistent with the federal law addressing the same. The Act stresses that "all California Indian human remains and cultural items are to be treated with dignity and respect." It encourages voluntary disclosure and return of remains and Lead Agency: City of Beaumont SCH No. 2020099007

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■ u Environmental Impact Report 4.18 Tribal Cultural Resources cultural items by publicly funded agencies and museums in California. It also outlines the need for aiding California Indian tribes, including non -federally recognized tribes, in filing repatriation claims.

5. California Code of Regulations Section 15064.5
The California Code of Regulations, Title 14, Chapter 3, Section 15064.5 (the State CEQA Guidelines) establishes the procedure for determining the significance of impacts to archeological and historical resources, as well as classifying the type of resource. Cultural resources are aspects of the environment that require identification and assessment for potential significance. The evaluation of cultural resources under CEQA is based upon the definitions of resources provided in CEQA Guidelines Section 15064.5, as follows:
o A resource listed in, or determined to be eligible by the State Historical Resources Commission, for listing in the California Register of Historical Resources (Public Resources Code Section 5024.1, Title 14 CCR, Section 4850 et seq). o A resource included in a local register of historical resources, as defined in Section 5020.1(k) of the Public Resources Code or identified as significant in an historical resource survey meeting the requirements Section 5024.1(g) of the Public Resources Code, shall be presumed to be historically or culturally significant. Public agencies must treat any such resource as significant unless the preponderance of evidence demonstrates that it is not historically or culturally significant.
o Any object, building, structure, site, area, place, record, or manuscript which a lead agency determines to be historically significant or significant in the architectural, engineering, scientific, economic, agricultural, educational, social, political, military, or cultural annals of California may be considered to be an historical resource, provided the lead agency's determination is supported by substantial evidence in light of the whole record. Generally, a resource shall be considered by the lead agency to be "historically significant" if the resource meets the criteria for listing on the California Register of Historical Resources (Public Resources Code Section 5024.1, Title 14 CCR, Section 4852) including the following:
• Is associated with events that have made a significant contribution to the broad patterns of California's history and cultural heritage; • Is associated with the lives of persons important in our past; • Embodies the distinctive characteristics of a type, period, region, or method of construction, or represents the work of an important creative individual, or possesses high artistic values; or
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Environmental Impact Report 4.18 Tribal Cultural Resources • Has yielded, or may be likely to yield, information important in prehistory or history.
o The fact that a resource is not listed in, or determined to be eligible for listing in the California Register of Historical Resources, not included in a local register of historical resources (pursuant to Section 5020.1(k) of the Public Resources Code), or identified in an historical resources survey (meeting the criteria in Section 5024.1(g) of the Public Resources Code) does not preclude a lead agency from determining that the resource may be an historical resource as defined in Public Resources Code Sections 5020.1(j) or 5024.1.

C. Local

1. City of Beaumont General Plan
The City of Beaumont General Plan identifies goals and policies related to tribal cultural resources in the Conservation and Open Space Element. These goals and policies and a discussion of the Project's consistency are discussed in Table 4.11-1, General Plan Applicability Analysis, in EIR Section 4.11, Land Use and Planning.

4.18.4 METHODOLOGY
A. Cultural Resources Study
The information in this section contains an evaluation of the Project's potential impacts to tribal cultural resources. Much of this analysis presented herein is based on information obtained from the Project's Phase I and Phase II Cultural Resources Assessment (Technical Appendix D) and correspondence between the City and the Native American tribes. The Cultural Resource Assessment included a records search at the Eastern Information Center (EIC), Land Patent records held by the Bureau of Land Management (BLM), additional background research, and a pedestrian field survey of the Project site to determine the presence or absence of archaeological and historic resources.

8. Native American Consultation (AB 52 and 5818 Compliance) Because the lead agency released an NOP for the Project and the Project includes a general plan and specific plan amendment, both AB 52 and SB 18 consultation is required by State law. The City of Beaumont sent notification of the Project to the Native American tribes with traditional or cultural affiliation to the area as described in Section 4.18.2, above. A summary of the AB 52 and SB 18 consultation process and responses is provided below under Threshold a. As previously stated, the results of consultation with interested tribes are confidential; however, any conditions or mitigation established during tribal consultation are incorporated into the analysis within this section.

4.18.5 BASIS FOR DETERMINING SIGNIFICANCE
The City has not established local CEQA significance thresholds as described in Section 15064.7 of the CEQA Guidelines. Therefore, significance determinations utilized in this section are from Lead Agency: City of Beaumont SCH No. 2020099007

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■ D Environmental Impact Report 4.18 Tribal Cultural Resources Appendix G of the CEQA Guidelines. According to Section XVII of Appendix G to the CEQA Guidelines, the proposed Project would result in a significant impact to tribal resources if the Project or any Project -related component would:
a. Cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public 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 California Native American tribe, and that is:
i. Listed or eligible for listing in the California Register of Historical Resources, or in a local register of historical resources as defined in Public Resources Code Section 5020.1(k), or ii. A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in subdivision (c) of Public Resources Code Section 5024.1. In applying the criteria set forth in subdivision (c) of Public Resources Code Section 5024.1, the lead agency shall consider the significance of the resource to a California Native American tribe.

4.18.E REGULATORY REQUIREMENTS
The following Regulatory Requirements (RRs) are applicable regardless of CEQA and would apply to any project under similar circumstances and, therefore, do not constitute mitigation measures.

However, they will nonetheless be included in the Project's Mitigation Monitoring and Reporting Program to further ensure the implementation of the mandated RRs.

RR 18-1 Inadvertent Discovery of Human Remains. Should human remains and/or cremations be encountered on the surface or during any and all ground -disturbing activities (i.e., clearing, grubbing, tree and bush removal, grading, trenching, fence post placement and removal, construction excavation, excavation for all water supply, electrical, and irrigation lines, and landscaping phases of any kind), work in the immediate vicinity of the discovery shall immediately stop within a 100 -foot perimeter of the discovery. The area shall be protected; project personnel/observers will be restricted. The County Coroner is to be contacted within 24 hours of discovery. The County Coroner has 48 hours to make his/her determination pursuant to State and Safety Code Section 7050.5 and Public Resources Code Section 5097.98.

In the event that the human remains and/or cremations are identified as Native American, the Coroner shall notify the Native American Heritage Commission within 24 hours of determination pursuant to subdivision (c) of Health and Safety Code Section 7050.5.

The Native American Heritage Commission shall immediately notify the person or persons it believes to be the Most Likely Descendant (MLD). The MLD has 48 hours, Lead Agency: City of Beaumont SCH No. 2020099007

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Environmental Impact Report 4.18 Tribal Cultural Resources upon being granted access to the Project site, to inspect the site of discovery and make his/her recommendation for final treatment and disposition, with appropriate dignity, of the remains and all associated grave goods pursuant to Public Resources Code Section 5097.98
Unless otherwise required by law, the site of any reburial of Native American human remains or associated grave goods shall not be disclosed and shall not be governed by public disclosure requirements of the California Public Records Act. Pursuant to the specific exemption set forth in California Government Code Section 6254(r), the sheriff -coroner, parties, and lead agencies will be asked to withhold public disclosure information related to such reburial.

4.18.7 IMPACT ANALYSIS
Threshold a. Would the project cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public 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 California Native American tribe, and that is:
i) Listed or eligible for listing in the California Register of Historical Resources, or in a local register of historical resources as defined in Public Resources Code Section 5020.1(k) or
ii) A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in subdivision (c) of Public Resources Code Section 5024.1. In applying the criteria set forth in subdivision (c) of Public Resources Code Section 5024.1, the lead agency shall consider the significance of the resource to a California Native American tribe?
As discussed in Phase I and Phase II Cultural Resources Assessment (Technical Appendix D), BFSA requested a review of the Sacred Lands Files (SLF) by the NAHC in March of 2019 to determine if any recorded Native American sacred sites or locations of religious or ceremonial importance are present within one mile of the project. The NAHC SLF search did not indicate the presence of any sacred sites or locations of religious or ceremonial importance within the search radius.

Additionally, as discussed EIR Section 4.5, Cultural Resources, all previously recorded cultural resources were evaluated as not significant and ineligible for listing on the CRHR. There are no significant historical resources pursuant to Section 15064.5 located within the Project site. However, because multiple resources have been identified on the Project site, and due to heavy vegetation during the survey, there remains the potential that previously unobserved resources may exist.

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■ D Environmental Impact Report 4.18 Tribal Cultural Resources

1. Native American Consultation
As previously stated, the City of Beaumont sent notification to the Native American tribes with traditional or cultural affiliation to the area that previously requested consultation pursuant to AB 52 and SB 18 requirements. The City of Beaumont sent notification letters of the Project to the Native American tribes listed in Section 4.18.2.

Of the 10 tribes that were sent notifications letters, 3 requested government -to -government consultation: Agua Caliente Band of Cahuilla Indians, Morongo Band of Mission Indians, and Soboba Band of Mission Indians. In a letter dated December 15, 2020, the Augustine Band of Cahuilla Mission Indians stated that they were unaware of specific cultural resources that may be affected by the Project but would like to be notified in the event cultural resources are discovered during development.

The City submitted the Phase I and Phase II Cultural Resources Assessment (Technical Appendix D) to three tribes that requested consultation and conducted telephone consultations with Agua Caliente Band of Cahuilla Indians on March 2, 2021 and Morongo Band of Mission Indians on February 2, 2021. The Agua Caliente Band of Cahuilla Indians and Morongo Band of Missions Indians requested revisions to the cultural resources assessment and mitigation, which were incorporated into Technical Appendix D. To date the Soboba Band of Mission Indians have not responded to schedule consultation.

Based on information provided in Section 4.5, Cultural Resources, of this Draft EIR and consultation with Native American tribes, there is potential that buried tribal cultural resources could be encountered during ground -disturbing activities. Accordingly, there is a potential for significant impacts to occur during grading.

4.18.8 CUMULATIVE IMPACT ANALYSIS
This cumulative impact analysis considers development of the Project in conjunction with other development projects and planned development projects in the vicinity of the Project site that are in the western area of Riverside County and the traditional use of the Agua Caliente Band of Cahuilla Indians, Morongo Band of Mission Indians, Torres -Martinez Desert Cahuilla Indians, Santa Rosa band of Cahuilla Indians, Ramona band of Cahuilla Indians, Cabazon Band of Mission Indians, Soboba Band of Mission Indians, Cahuilla Band of Indians, Los Coyotes Band of Cahuilla and Cupeno Indians, and Augustine Band of Cahuilla Mission Indians.

As noted earlier in this section, the City of Beaumont conducted Native American consultation with potentially culturally affiliated tribes, as required by AB 52 and SB 18. Although other development projects in the traditional use area for the above listed culturally affiliated tribes may impact significant tribal cultural resources, impacts are generally site -specific resulting from ground disturbing activities; however, discovery of resources could contribute knowledge regarding other resources farther away from the Project site. Therefore, cumulative impacts to tribal cultural resources have the potential to occur.

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■ D Environmental Impact Report 4.18 Tribal Cultural Resources However, with implementation of Mitigation Measure 4.5-1, Project impacts to tribal cultural resources would be less than significant. Other projects will also be required to comply with all applicable existing regulations, procedures, and policies that are intended to address tribal cultural resources, including consultation under SB 18 and/or AB 52. Other development projects will also implement mitigation measures similar to Mitigation Measures MM 4.5-1 and MM 4.5-2 to ensure impacts to tribal cultural resources are fully mitigated to a less than significant level. With implementation of Mitigation Measures MM 4.5-1 and 4.5-2, the Project would not to contribute towards a significant cumulative impact associated with the significance of a tribal cultural resource or a collection of resources pursuant to California Code of Regulations Section 15064.5. Therefore, with mitigation, the Project would not result in a significant cumulative impact related to tribal cultural resources.

4.18.9 SIGNIFICANCE OF IMPACTS BEFORE MITIGATION
Threshold a: Potentially Significant Direct and Cumulative Impact. Although no tribal cultural resources are known to occur within the Project's impact limits, implementation of the Project has the potential cause a substantial adverse change in the significance of tribal cultural resources that may be buried beneath the site's surface or in on -site vegetation.

4.18.10 MITIGATION
Refer to Mitigation Measures MM 4.5-1 and MM 4.5-2 in Section 4.5, Cultural Resources, of this EIR.

4.18.11 SIGNIFICANCE OF IMPACTS AFTER MITIGATION
Threshold a: Less -than -Significant Impact with Mitigation. Implementation of Mitigation Measures MM 4.5-1 and MM 4.5-2, would ensure that grading and other ground -disturbing activities during construction are monitored by a qualified archaeologist as well as Native American monitors. The mitigation measures further require the proper treatment of any resources that may be uncovered, and the avoidance of disturbance in areas where potential resources are uncovered. With implementation of the required mitigation measures, the Project would not cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public 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 California Native American Tribe, and potential Project and cumulative impacts would be reduced to less than significant levels.

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Environmental Impact Report 4.19 Utilities and Service Systems

4.19 UTILITIES AND SERVICE SYSTEMS
This section addresses the topics of water service and supply, wastewater collection and treatment, stormwater conveyance facilities, and solid waste collection and disposal. The information concerning water supplies and the Project's estimated water demand is based primarily on information contained in the Project Specific Water Supply Assessment (WSA), dated June 28, 2020 (Revised April 13, 2021)prepared by Charles Marr Consulting and Pacific Advanced Civil Engineering, Inc (CMC & PACE, 2021) and Addendum #1 WSA dated April 8, 2022 prepared by Pacific Advanced Civil Engineering, Inc (PACE, 2022). A copy of the WSA is provided as Technical Appendix L to this EIR.

The analysis contained in this section is also based in part on information obtained from the Project's Preliminary Preliminary Hydrology and Hydraulic Study (PECW, 2021a) (EIR Technical Appendix II), the City of Beaumont General Plan (City of Beaumont, 2020a), and the City of Beaumont Municipal Code (City of Beaumont, 2021).

4.19.1 EXISTING CONDITIONS
A. Water Service
The Project site is in the Sphere of Influence (SOI) of the Beaumont/Cherry Valley Water District (BCVWD), which provides water service for the City of Beaumont (City), the SOI, and unincorporated community of Cherry Valley (BCVWD, 2017, Table 3-3). The Project site will be annexed into the BCVWD service area. In December 2015, BCVWD provided potable and non -potable water service to about 16,799 active accounts through 16,985 connections. In 2015, the BCVWD's average daily demand was 9.2 million gallons per day (mgd), with a maximum day of 15.3 mgd (BCVWD, 2017, p. 3-1). Under existing conditions, the Project site is vacant and undeveloped and does not generate any demand for water.

8. Water Supply

1. Groundwater
BCVWD provides potable water from two local groundwater sources: Edgar Canyon and the Beaumont Basin. The BCVWD currently owns and operates a total of 24 groundwater wells of which only 20 are used. Three of the BCVWD's 20 wells have their capacity shared with the City of Banning.

The 20 wells have a total production capability of approximately 27.3 million gallons per day, not including the capacity shared with Banning. Thirteen of the BCVWD's 24 wells are in Edgar Canyon; eleven are in the Beaumont Basin.

The groundwater aquifer in the Edgar Canyon primarily occurs in the shallower, younger, and older alluvial valleys and within the rock fractures beneath the alluvium. Groundwater levels vary from a few feet below ground surface (bgs) to about 200 feet bgs. The wells in Edgar Canyon produced approximately 15 to 20% of the total annual supply, with the remainder pumped from the wells in the Beaumont Basin. The groundwater within the Beaumont Basin primarily occurs in the older alluvium and the San Timoteo Formation. Groundwater levels in the Beaumont Basin range from approximately 160 feet bgs to 600 feet bgs. The Beaumont Basin is adjudicated and managed by the Beaumont Basin Lead Agency: City of Beaumont SCH No. 2020099007