2026-07-28; City Council; 07; Mixed-use development at 840 Carlsbad Village Drive (CT 2024-0007/SDP 2024-0021/CDP 2024-0035, DEV2024-0004) — Carlsbad City Council, July 28, 2026 (part 2 of 3)

July 28, 2026
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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 V
MT Transportation Mitigation Measures (CAPCOA Oct 2024) V
MT Mitigation Description Possible %
Reduction VMT % Reduction Formula Results
T
-4. Integrate Affordable
and Below market Rate
Housing
Below market rate housing
provides greater
opportunity for lower
income families to live
closer to job centers.
0-28.6% A = B x C = 16% x -28.6% -4.6%
A = % VMT Reduction
B = Percent of multi-familly units permanently dedicated as affordable (8 out of 50 = 16%) C = Percent reduction in VMT for qualifed nints compared to market rate units = -28.6% (CAPCOA source: ITE 2021)
840 Carlsbad Village Dr VMT Appendix

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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850

Handbook for Analyzing Greenhouse Gas
Emission Reductions, Assessing Climate
Vulnerabilities, and Advancing Health and Equity

Designed for Local Governments, Communities,
and Project Developers

Final Draft
October 2024

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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 TRANSPORTATION | 80
T-4. Integrate Affordable and Below Market Rate
Housing
GHG Mitigation Potential
Up to 28.6% of GHG
emissions from project/site
multifamily residential VMT
Co-Benefits (icon key on pg. 34)
Climate Resilience
Increasing affordable housing creates the
opportunity for a greater diversity of people
to be closer to their desired destinations and
the resources they may need to access during
an extreme weather event. Close proximity to
destinations allows for more opportunities to
use active transportation and transit and to
be less reliant on private vehicles. Alleviating
the housing-cost burden also enables more
people to remain housed, and increases
people’s capacity to respond to disruptions,
including climate impacts.

Health and Equity Considerations
Neighborhoods should include different types
of housing to support a variety of household
sizes, age ranges, abilities, and incomes.

Measure Description
This measure requires below market rate (BMR) housing. BMR housing provides greater opportunity for lower income families to live closer to job centers and achieve a jobs/housing match near transit. It is also an important strategy to address the limited availability of affordable housing that might force residents to live far away from jobs or school, requiring longer commutes. The quantification method for this measure accounts for VMT reductions achieved for multifamily residential projects that are deed restricted or otherwise permanently dedicated as affordable housing.

Subsector
Land Use
Locational Context
Urban, suburban
Scale of Application
Project/Site
Implementation Requirements
Multifamily residential units must be permanently dedicated as affordable for lower income families. The California Department of Housing and Community Development (2021) defines lower- income as 80 percent of area median income or below, and affordable housing as costing 30 percent of gross household income or less.

Cost Considerations
Depending on the source of the affordable subsidy, BMR housing may have implications for development costs but would also have the benefit of reducing costs for public services, similar to Measure T-1, Increase Residential Density.

Expanded Mitigation Options
Pair with Measure T-1, Increase Residential Density,
and Measure
T-2, Increase Job Density, to achieve greater population and employment diversity.

28.6%
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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 T-4. Integrate Affordable and Below Market Rate Housing GHG Reduction Formula
A = B × C
GHG Calculation Variables
ID Variable Value Unit Source
Output
A Percent reduction in GHG emissions from
Project/Site VMT for multifamily residential
developments
0–28.6 % calculated
User Inputs
B Percent of multifamily units permanently
dedicated as affordable
0–100 % user input
Constants, Assumptions, and Available Defaults
C Percent reduction in VMT for qualified units
compared to market rate units
-28.6 % ITE 2021
Further explanation of key variables:
▪ (B) – This refers to percent of multifamily units in the project that are deed restricted or otherwise permanently dedicated as affordable.
▪ (C) – The 11th Edition of the ITE Trip Generation Manual (ITE 2021) contains daily vehicle trip rates for market rate multifamily housing that is low-rise and not close to transit (ITE code 221) as well as affordable multifamily housing (ITE code 223). While these rates do not account for trip length, they serve as a proxy for the expected difference in vehicle trip generation and VMT generation presuming similar trip lengths for both types of land use. If the user has information about trip length differences between market rate and affordable housing, then adjusting the percent reduction accordingly is recommended.

Users should note that the ITE trip rate estimates are based on a small sample of studies for the affordable housing rate and that no stratification of affordable housing by number of stories was available. This is an important distinction since the multifamily low-rise vehicle trip rate applies to four or fewer stories. Therefore, this measure may not apply to affordable housing projects with more than four stories.

GHG Calculation Caps or Maximums
Measure Maximum
(Amax) The maximum GHG reduction from this measure is 28.6 percent. This maximum scenario is presented in the below example quantification.

TRANSPORTATION | 8
1 840 Carlsbad Village Dr VMT Appendix

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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 T-4. Integrate Affordable and Below Market Rate Housing Subsector Maximum
( ∑ AmaxT-1 through T-4, T-55 ≤65%) This measure is in the Land Use subsector. This subsector includes Measures T-1 through T-4 and T-55. The VMT reduction from the combined implementation of all measures within this subsector is capped at 65 percent.

Example GHG Reduction Quantification
The user reduces project VMT by requiring a portion of the multifamily residential units to be permanently dedicated as affordable. In this example, the percent of units (B) is 100 percent, which would reduce GHG emissions from VMT by 28.6 percent.

Quantified Co-Benefits
Improved Local Air Quality
The percent reduction in GHG emissions (A) would be the same as the percent reduction in NOX, CO, NO2, SO2, and PM. Reductions in ROG emissions can be calculated by multiplying the percent reduction in GHG emissions (A) by an adjustment factor of 87 percent. See Adjusting VMT Reductions to Emission Reductions above for further discussion.

Energy and Fuel Savings
The percent reduction in vehicle fuel consumption would be the same as the percent reduction in GHG emissions (A).

VMT Reductions
The percent reduction in VMT would be the same as the percent reduction in GHG emissions (A).

Sources
▪ California Department of Housing and Community Development. 2021. Income Limits. Available:
https://www.hcd.ca.gov/grants-funding/income-
limits/index.shtml#:~:text=%E2%80%9CAffordable%20housing%20cost%E2%80%9D%20for%20lowe r,of%20gross%20income%2C%20with%20variations. Accessed; November 2021. ▪ Institute of Transportation Engineers (ITE). 2021. Trip Generation Manual. 11th Edition. Available:
https://www.ite.org/technical-resources/topics/trip-and-parking-generation/. Accessed; November 2021.

A = 100% × -28.6% = -28.6%
TRANSPORTATION | 82
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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 Appendix B

City of Carlsbad VMT Map Template

840 Carlsbad Village Dr VMT Appendix

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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 City of Carlsbad
1200 Carlsbad Village Dr.

Carlsbad, CA 92008
VMT Report Template for
Land Development Projects –
VMT Analysis Using VMT Maps
1 VMT Analysis Using VMT Maps Requirements

Submission Date: Sep 2025

SECTION I: Developer Profile

Developer Name: Rincon Homes
Property Manager Name:

Mr. Jonathan Frankel
Developer Mailing Address: 5315 Avenida Encinas, Suite 200 Carlsbad, CA 92008

Primary Contact Name:

Mr. Jonathan Frankel
Primary Contact Phone/Email: 925-708-3638 [email protected] Developer Mailing Address: 5315 Avenida Encinas, Suite 200 Carlsbad, CA 92008

Transportation Consultant Firm: LOS Engineering, Inc.

Transportation Consultant Representative: Mr. Justin Rasas, P.E.

Transportation Consultant Contact Phone/Email: 619-890-1253 [email protected] Transportation Consultant Address: 11622 El Camino Real, Suite 100 San Diego, CA 92130

SECTION II: Project Information

Pr
oject Na
me: CVD Rincon
Perm
it Nu
mber: DEV2024-0004
Project Address: 840 Carlsbad Village Dr, Carlsbad CA 92008

840 Carlsbad Village Dr VMT Appendix

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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 City of Carlsbad
1200 Carlsbad Village Dr.

Carlsbad, CA 92008
VMT Report Template for
Land Development Projects –
VMT Analysis Using VMT Maps
2 SECTION III: Compliance Overview Checklist

Complete the appropriate sections of the checklist below to ensure compliance with the City of Carlsbad’s VMT Analysis Guidelines.

CEQA VMT Analysis Using VMT Maps
Compliance Checklist
Satisfactory?
(completed by City)
YE
S NO
VMT Report documenting VMT screening and VMT analysis
☐ ☐
VMT Analysis performed using VMT maps
☐ ☐
VMT Impact Conclusion (significant or less than significant impact) ☐ ☐
Mitigation Measure Identification and Analysis (for significant impacts) ☐ ☐

SECTION IV: VMT Report Contents

The following provides the required contents of a VMT Analysis Using VMT Maps Report.

Page # or
Appendi
x:
(completed by
pre
parer)

CEQA VMT Analysis Using VMT Maps
Required Content
Satisfactory?
(completed by City)
YE
S NO

1-2
Executive Summary/Introduction:
• Purpose of VMT analysis and identification of type of VMT report being prepared
• Regional vicinity map with project location
• Project screening results
• VMT analysis method (Carlsbad VMT maps)
• Significance of CEQA impacts
• Mitigation measures and significance after mitigation

☐

1 Project Description, including:
• Proposed project description (land use type, intensity, etc.)
☐ ☐
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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 City of Carlsbad
1200 Carlsbad Village Dr.

Carlsbad, CA 92008
VMT Report Template for
Land Development Projects –
VMT Analysis Using VMT Maps
3 3-11 • VMT reduction measures that are part of the project description
• Site plan

9-11
VMT Screening Assessment
• Table that displays all screening criteria and
demonstrates that the project does not meet the
criteria and a brief statement of why. To demonstrate
why a project doesn’t meet any of the screening
criteria, the following information may be necessary:
o Daily project trip generation (total, without
adjustments for existing land uses on the
site).

O A map showing the project’s lack of proximity
to a major transit stop, planned major transit
stop, or a stop/transit center along a high-
quality transit corridor.

O Statements that locally serving, affordable
housing, and redevelopment criteria are not
applicable.
• For projects with multiple land uses, perform a
screening assessment and create a screening
assessment table for each land use. Document the
conclusion of the screening assessment by land use. If
one land use meets the screening criteria and one
does not, only complete a VMT analysis for the
component that does not meet the screening criteria.

☐

9-11
Identify VMT Calculation Methodology and VMT Metric
• Provide screenshot(s) of Ca rlsbad VMT maps with
project TAZ(s) highlighted and VMT data dis played
(for each metric that is applicable).
• For residential projects, VMT/Capita is applicable.
• For employment projects, VMT/Employee is
applicable.
• The VMT Analysis Using VMT Maps Report type is only
applicable to residential and employment projects.

☐

☐
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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 City of Carlsbad
1200 Carlsbad Village Dr.

Carlsbad, CA 92008
VMT Report Template for
Land Development Projects –
VMT Analysis Using VMT Maps
4 9-11
Identify VMT Thresholds and Perform VMT Impact Analysis • Refer to the Carlsbad VMT Analysis Guidelines to
determine the appropriate impact threshold to apply
to the analysis. Document the threshold and the
numerical value that represents the threshold. For
example, the threshold for residential projects is 15%
below the city-wide average VMT/capita, or currently

20.4 miles per resident.
• Determine the project’s VMT using the Carlsbad VMT
maps, and if applicable, apply any VMT reduction
measures that are part of the project description
(refer to VMT Analysis Guidelines Appendix F for
guidance on performing reduction calculations).
• Compare the project’s VMT to the Ci ty threshold and
document if the proje ct has a significant or less than significant impact.

11 Identify and Analyze Mitigation Measures (if the Impact is Significant)
• If a significant impact is identified, refer to VMT
Analysis Guidelines Appendix F to identify potential
mitigation measures and analysis guidance.
• Analyze how much VMT reduction is associated with
the mitigation measures and determine if mitigation
reduces the impact to less than significant.
• If the impact is still significant after mitigation is applied, document that the project has a significant
and unavoidable impact.

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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 Appendix C

City of Carlsbad VMT Screening Report Template

840 Carlsbad Village Dr VMT Appendix

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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 City of Carlsbad
1200 Carlsbad Village Dr.

Carlsbad, CA 92008
VMT Report Template for
Land Development Projects –
Screening Only

VMT Analysis (Screening Only) Requirements

Submission Date: Sept 2025

SECTION I: Developer Profile

Developer Name: Rincon Homes
Property Manager Name:

Mr. Jonathan Frankel
Developer Mailing Address: 5315 Avenida Encinas, Suite 200 Carlsbad, CA 92008

Primary Contact Name:

Mr. Jonathan Frankel
Primary Contact Phone/Email: 925-708-3638 [email protected] Developer Mailing Address: 5315 Avenida Encinas, Suite 200 Carlsbad, CA 92008

Transportation Consultant Firm:

LOS Engineering, Inc.

Transportation Consultant Representative: Mr. Justin Rasas, P.E.

Transportation Consultant Contact Phone/Email: 619-890-1253 [email protected] Transportation Consultant Address: 11622 El Camino Real, Suite 100 San Diego, CA 92130

SECTION II: Project Information

P
r
oject Na
me: Rincon CVD
Perm
it Nu
mber: DEV2024-0004
Project Address: 840 Carlsbad Village Dr, Carlsbad CA 92008

840 Carlsbad Village Dr VMT Appendix

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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 City of Carlsbad
1200 Carlsbad Village Dr.

Carlsbad, CA 92008
VMT Report Template for
Land Development Projects –
Screening Only

SECTION III: Compliance Overview Checklist

Complete the appropriate sections of the checklist below to ensure compliance with the City of Carlsbad’s VMT Analysis Guidelines.

CEQA VMT Analysis (Screening Only)
Compliance Checklist
Satisfactory?
(completed by City)
YE
S NO
Technical memorandum documenting screening analysis and conclusions, citing relevant information from VMT Analysis Guidelines Chapter 3.3 ☐ ☐ Which of the screening criteria does the project satisfy? Select all that apply. ☐ Small project (less than 110 ☐ Local-serving public facility net new daily trips)
☐ Project located near transit ☐ Affordable housing project ☐ Local-serving retail project ☐ Redevelopment project
resulting in net reduction of VMT

☐

SECTION IV: Technical Memorandum Contents

The following provides the required contents of a VMT Analysis (Screening Only) technical memorandum.

Page # or
Appendi
x:
(completed by
pre
parer)

CEQA VMT Analysis (Screening Only)
Required Content
Satisfactory?
(completed by City)
YE
S NO

1, 2
Introduction, including:
• Pur pose of the VMT Analysis and identification of the type of VMT report being prepared
• Regional vici nity map with project location

☐

1-8
Project Description, including:
• Proposed proje ct description (land use type, intensity, etc.)
• Projec ted opening year
• Si te plan

☐

☐
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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 City of Carlsbad
1200 Carlsbad Village Dr.

Carlsbad, CA 92008
VMT Report Template for
Land Development Projects –
Screening Only

9-11
VMT Screening Assessment
• Table that dis plays all screening criteria and identifies which screening criteria the project meets.
• J ustification for how the project meets the screening criteria listed in the screening criteria table. This
information may include:
o Daily project trip generation (total, without
adjustments for existing land uses on the
site).
o A map showing proximity of the project to a
major transit stop, planned major transit stop,
or a stop/transit center along a high-quality
transit corridor and the walking route from
the project to the transit stop. Justify that the
project does not exceed Carlsbad parking
requirements and that the floor area ratio
does not exceed 0.75.
o Locally serving characteristics of the project.
o Documentation of the project’s location
within an infill area and designation as 100%
affordable housing.
o A total VMT analysis comparison for a
redevelopment project demonstrating that
the proposed project generates less total
VMT than the existing land uses.

☐

840 Carlsbad Village Dr VMT Appendix

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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 Rincon CVD Mixed Use (CT2024-0007)
840 Carlsbad Village Dr
City of Carlsbad
May 9, 2025
Local Mobility Analysis (Level 1)
Prepared for:

Rincon Homes
5315 Avenida Encinas, Suite 200
Carlsbad, CA 92008
Prepared by:

LOS Engineering, Inc.
11622 El Camino Real, Suite 100, San Diego, CA 92130
Phone 619-890-1253
Job #2424
Attachment B
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LOS Engineering, Inc. Rincon CVD 840 Carlsbad Village Dr Mixed Use LMA Traffic and Transportation ii May 9, 2025 Table of Contents

Executive Summary ......................................................................................................................... iv

1.0 Introduction ............................................................................................................................... 1

2.0 Transportation Analysis Requirements ..................................................................................... 9

2.1 Analysis Methodology ........................................................................................................ 13

2.1.1 Pedestrian Analysis ......................................................................................................... 13

2.1.2 Bicycle Analysis ............................................................................................................. 14

2.2 City of Carlsbad Mobility Element Policy ......................................................................... 14

3.0 Level 1 Traffic Analysis ......................................................................................................... 15

3.1 Project Trip Distribution and Assignment .......................................................................... 15

3.2 Project Access ..................................................................................................................... 18

4.0 Pedestrian Analysis ................................................................................................................. 21

5.0 Bicycle Analysis...................................................................................................................... 27

6.0 Multimodal Frontage Improvement Summary ....................................................................... 31

7.0 Conclusion ............................................................................................................................... 33

List of Figures

Figure 1: Project Location ..................................................................................................................... 2 Figure 2: Site Plan Parking Level .......................................................................................................... 3 Figure 3: Site Plan 1st Floor (Retail) ...................................................................................................... 4 Figure 4: Site Plan 2nd Floor (Residential) ............................................................................................ 5 Figure 5: Site Plan 3rd Floor (Residential) ............................................................................................. 6 Figure 6: Site Plan 4th Floor (Residential) ............................................................................................. 7 Figure 7: Site Plan 5th Floor (Residential) ............................................................................................. 8 Figure 8: Project Vicinity Street Typology ........................................................................................... 9 Figure 9: Adjacent Project Street Typology ........................................................................................ 12 Figure 10: Regional Project Distribution and Assignment ................................................................. 16 Figure 11: Local Project Distribution and Assignment ...................................................................... 17 Figure 12: Project Alley Distribution and Assignment ....................................................................... 18 Figure 13: Looking East along Carlsbad Village Drive ...................................................................... 19 Figure 14: Project Alley Conflict Zone Striping and Sight Line ........................................................ 20 Figure 15: Pedestrian Study Elements ................................................................................................ 22 Figure 16: Bicycle Study Elements ..................................................................................................... 28 Figure 17: Multimodal Frontage Improvements on Jefferson St ........................................................ 31 Figure 18: Multimodal Frontage Improvements on Carlsbad Village Dr .......................................... 32

List of Tables

Table 1: Identity Streets Typology (Carlsbad Mobility Element) ..................................................... 10 Table 2: Village Streets Typology (Carlsbad Mobility Element) ...................................................... 11 Table 3: Project Traffic Generation ..................................................................................................... 15 Table 4: Existing Pedestrian MMLOS (Jefferson St) ......................................................................... 23 Table 5: Existing with Project Pedestrian MMLOS (Jefferson St) .................................................... 24 Table 6: Existing Pedestrian MMLOS (Carlsbad Village Dr) ............................................................ 25 Table 7: Existing with Project Pedestrian MMLOS (Carlsbad Village Dr) ....................................... 26 July 28, 2026
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LOS Engineering, Inc. Rincon CVD 840 Carlsbad Village Dr Mixed Use LMA Traffic and Transportation iii May 9, 2025 Table 8: Bicycle MMLOS (Jefferson St) ........................................................................................... 29 Table 9: Bicycle MMLOS (Carlsbad Village Dr) .............................................................................. 30

Appendices

Appendix A .................... Excerpts from City of Carlsbad Transportation Impact Analysis Guidelines Appendix B ...................................................................... City of Carlsbad Traffic Scoping Agreement Appendix C ........................................................................................ Count Data and LOS Worksheets Appendix D .......................................................... Excerpt from the City of Carlsbad Mobility Element July 28, 2026
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LOS Engineering, Inc. Rincon CVD 840 Carlsbad Village Dr Mixed Use LMA Traffic and Transportation iv May 9, 2025 Executive Summary
Rincon CVD Mixed Use

The proposed project is the removal of a vacant bank with drive-thru and the construction of a five- story mixed-use project with 50 multi-family dwelling units (8 affordable and 42 market rate) and 3,824 sf of retail/commercial space. The project parcel is approximately 0.72 acres resulting in a density of approximately 69.4 dwelling units per acre (50 units/0.72 acres). The project is located at 840 Carlsbad Village Dr, Carlsbad California. The anticipated opening year is 2026.

A Level 1 Local Mobility Analysis (LMA) is required because the project conforms to the Carlsbad Village & Barrio Master Plan as it is in the Village Core with permitted retail and restaurant on the ground floor and multi-family above the ground floor while generating between 111 and 499 ADT.

The project is forecasted to generate 448 ADT with 29 AM peak hour trips and 41 PM peak hour trips. A Level 1 LMA requires a Multi-Modal Level of Service (MMLOS) analysis of pedestrian and bicycle elements along the Identity and Village Streets that are adjacent to the project site. Transit and vehicle analyses are not required based on the project trip generation and being adjacent to an Identity Street and Village Street Typology.

The Pedestrian Analysis resulted in a pedestrian MMLOS for 1) Jefferson St between Grand Ave and Carlsbad Village Dr with LOS C (existing) and LOS A (existing with project improvements) for the northbound pedestrian elements, and 2) Carlsbad Village Dr between Jefferson St and Harding St with LOS C (existing) and LOS B (existing with project improvements) for the westbound pedestrian elements.

The Bicycle Analysis resulted in a bicycle MMLOS for: 1) Jefferson St between Grand Ave and Carlsbad Village Dr with LOS A for the northbound and southbound bicycle elements, and 2) Carlsbad Village Dr between Jefferson St and Harding St with LOS A for the eastbound and westbound bicycle elements. Additionally, due to the presence of bike lanes on Carlsbad Village Drive and the project's primary access point being located along the alley, the owner/permittee will install green conflict zone bike lane striping on Carlsbad Village Drive to alert drivers to the presence of bicyclists crossing the driveway access.

The City of Carlsbad Mobility Element strives to improve vehicle, pedestrian, bicycle, and transit options and connectivity throughout Carlsbad. Improvements to other modes of travel can facilitate walking, biking, and transit usage as a viable alternative to driving. The Mobility Element ha s different implementation policies based on the street’s typology. The Mobility Element implementation policies for projects that add more than 110 ADT or 11 peak hour trips to exempt segments throughout the city are defined by criterion 3-P.11 as follows:

1) Transportation Demand Management (TDM) strategies that reduce the reliance on single- occupant automobile and assist in achieving the city’s livable streets visions.

2) Transportation System Management (TSM) strategies that improve traffic signal coordination and improve transit service.

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LOS Engineering, Inc. Rincon CVD 840 Carlsbad Village Dr Mixed Use LMA Traffic and Transportation v May 9, 2025 The project will not add 110 daily nor 11 peak hour trips to street facilities that are exempt from a vehicle LOS standard. T herefore, the project traffic does not trigger Mobility Element Policy 3- P.11.

The project applicant will improve the multimodal experience along the project frontage by including the following improvements.
1) Removal of two existing driveways along the project frontage on Jefferson St and replacement with full curb and gutter.
2) Meandering 6 foot wide sidewalk on Jefferson St.
3) Sidewalk widening within the ROW dedication along Carlsbad Village drive, maintaining a minimum 10-ft clearance from street trees to back of sidewalk. 4) Street trees.
5) Existing brick paver improvements along Carlsbad Village Dr to be protected in place. 6) New bike racks along Jefferson St near the retail entrances. 7) Assurance to rebuild any portion of the sidewalk damaged during construction. 8) Install green conflict zone bike lane striping on Carlsbad Village Drive to alert drivers to the presence of bicyclists crossing the driveway access.

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LOS Engineering, Inc. Rincon CVD 840 Carlsbad Village Dr Mixed Use LMA Traffic and Transportation 1 May 9, 2025

1.0 Introduction

The general location of the project is shown in Figure 1. Site plans of the individual floors are shown in Figures 2-6.

The format of this study includes the following chapters:

1.0 Introduction

2.0 Transportation Analysis Requirements

3.0 Level 1 Traffic Impact Analysis

4.0 Pedestrian MMLOS Analysis

5.0 Bicycle MMLOS Analysis

6.0 Conclusion

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LOS Engineering, Inc. Rincon CVD 840 Carlsbad Village Dr Mixed Use LMA Traffic and Transportation 2 May 9, 2025 Figure 1: Project Location

Source: LOS Engineering, Inc.

No Scale
Pine Valley
Boulder
Campo
Warner
Springs
Santa
Ysabel
Julian
La Mesa
San Diego
Imperial
Beach
El Cajon
Chula Vista
United States
Fallbrook
Mexico
Riverside County
San Diego County
Camp Joseph Pendleton
Oceanside
Carlsbad
Encinitas
Escondido
Vista
San
Marcos
Santee
Temecula
Ramona
Poway
Pacific Ocean
Tecate
Legend
Existing Roadway
Proposed Roadway

PROJECT

LOCATION
N
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LOS Engineering, Inc. Rincon CVD 840 Carlsbad Village Dr Mixed Use LMA Traffic and Transportation 3 May 9, 2025

Figure 2: Site Plan Parking Level

Source: Stephen Dalton Architects

Project
Vehicular
Access
from Alley
Alley
provides
access to
Grand
Ave
Alley
provides
access to
Carlsbad
Village Dr
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LOS Engineering, Inc. Rincon CVD 840 Carlsbad Village Dr Mixed Use LMA Traffic and Transportation 4 May 9, 2025

Figure 3: Site Plan 1st Floor (Retail)

Source: Stephen Dalton Architects

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Source: Stephen Dalton Architects

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Figure 5: Site Plan 3rd Floor (Residential)

Source: Stephen Dalton Architects

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Figure 6: Site Plan 4th Floor (Residential)

Source: Stephen Dalton Architects

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Figure 7: Site Plan 5th Floor (Residential)

Source: Stephen Dalton Architects
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2.0 Transportation Analysis Requirements

The City of Carlsbad Transportation Impact Analysis Guidelines (“Carlsbad Transportation Guidelines”), April 2018 documents the required traffic and MMLOS analysis elements and project effect criteria. Excerpts from the Transportation Impact Analysis Guidelines, April 2018 are included in Appendix A.

A Level 1 Local Mobility Analysis is required because the project conforms to the Carlsbad Village & Barrio Master Plan as it is in the Village Core with permitted retail on the ground floor and multi-family above the ground floor while generating 448 ADT (Section 3.0) which is between the 111 and 499 ADT Level 1 threshold.

The modes required for evaluation are based on the street typology that is documented on the City’s MMLOS Mobility Element Roadways in the Carlsbad Transportation Guidelines. The Typology adjacent to the project site includes Identity Street and Village Street as shown in Figure 8.

Figure 8: Project Vicinity Street Typology

Source: City of Carlsbad Figure 1 from Transportation Impact Analysis Guidelines

Project
Location
No Scale
N
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The typology characteristics of an Identity Street and the modes that are subject to MMLOS standards based on the City’s Mobility Element are shown in Table 1.

TABLE 1: IDENTITY STREETS TYPOLOGY (CARLSBAD MOBILITY ELEMENT) Accommo-
dated
Modes
Subject to
MMLOS
Standard
(Y/N)
Street Typology Description and Preferred Attributes
Auto No
• These street provide the primary access to and from the heart of the city – the Village.
• Designed to safely move all modes of travel while enhancing mobility for pedestrians and bicyclists.
• Vehicle speeds should be managed to promote safe pedestrian and bicycle movement.
• No pedestrian shall cross more than five vehicular travel and/or turn lanes.
• In addition to ADA compliant ramps and sidewalks, sidewalks should support the adjacent land uses as follows:
- Adjacent to retail uses, modified/new sidewalks should generally be a minimum of 10 feet (12 feet preferred) in width where feasible and taking into consideration the traffic volumes of the adjacent roadway, and allow for the land use to utilize the sidewa lk with outdoor seating and other activities.
- Adjacent to residential uses, modified/new sidewalks should be a minimum of six feet in width.

Elsewhere, modified/new sidewalks should be a minimum of eight feet in width
• Where feasible, bicycle lanes should be provided.
• Vehicle speeds should complement the adjacent land uses. • Bicycle Parking should be provided in retail areas.
• Bike racks should be readily provided within the public right-of-way and encouraged on private property.
• Traffic calming devices, such as curb extensions (bulbouts) or enhanced pedestrian crossing should be considered and evaluated for implementation.
• Street furniture shall be oriented toward the businesses. • Mid-block pedestrian crossings could be provided at appropriate locations (e.g. where sight distance is adequate and speeds are appropriate).
• On-street vehicle parking should be provided. In areas of high parking demand, innovative parking management techniques should be implemented/considered.
• Pedestrians should typically be “buffered” from vehicle traffic using landscaping or parked vehicles.

Pedestrian Yes
Bicycle Yes
Transit No
Source: Mobility Element Table 3-1: Carlsbad Livable Street Guide

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The typology characteristics of a Village Street and the modes that are subject to MMLOS standards based on the City’s Mobility Element are shown in Table 2.

TABLE 2: VILLAGE STREETS TYPOLOGY (CARLSBAD MOBILITY ELEMENT) Accommodated
Modes
Subject to MMLOS
Standard (Y/N)
Street Typology Description and Preferred Attributes
Auto No
• Primary purpose is to move people throughout the
Village; providing access to businesses, residences,
transit and recreation within the Village area.
• Designed to safely move all modes of travel while
enhancing mobility for pedestrians and bicyclists.
• Vehicle speeds should be managed to promote safe
pedestrian and bicycle movement.
• Promote pedestrian and bicycle connectivity through
short block lengths.
• Bicycle lanes should be provided.
• Bicycle boulevard can be considered.
• Pedestrians should be accommodated on sidewalks
adjacent to the travel way (minimum 5’ wide sidewalk).
• Mid-block pedestrian crossings and traffic calming
devices should be considered, but only at locations
with high pedestrian activity levels or major
destinations/attractions.
• On-street parking may be provided.

Pedestrian Yes
Bicycle Yes
Transit No
Source: Mobility Element Table 3-1: Carlsbad Livable Street Guide

City of Carlsbad staff require a Scoping Agreement to be completed and approved to define the report requirements. A Scoping Agreement is included in Appendix B. For this project, the following analyses are required based on the Carlsbad Transportation Guidlines:

1) Pedestrian MMLOS Analysis
2) Bicycle MMLOS Analysis
3) Mobility Element Policy 3-P.11 Compliance

Transit and vehicle analyses are not required based on the project trip generation volume and the project being located adjacent to an Identity Street and Village Street Typology. The surrounding street typology is shown in Figure 9.

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Figure 9: Adjacent Project Street Typology

Source: Google Earth

No Scale
N
LEGEND
Identity Streets
Project
Location
Village Streets
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2.1 Analysis Methodology

A Level 1 Analysis requires a study area map and a trip generation table in addition to the pedestrian and bicycle analyses. Therefore, no roadways in the project’s study area are subject to an auto level of service analysis.

2.1.1 Pedestrian Analysis

The Carlsbad Transportation Guidelines requires the following pedestrian elements to be analyzed based on the street’s typology:

• All pedestrian facilities that are directly connected to project access points will be included in the study area.

• All pedestrian facilities adjacent to the project development site that provide direct pedestrian access to the project site will be included in the study area.

• The a nalysis of each pedestrian facility will extend in each direction to the nearest intersection or connection point to a multiuse trail or path. The study area will extend from the project site (northbound and southbound OR eastbound and westbound) until a Mobility Element Road or Class I trail is reached in each direction.

• Pedestrian facilities shall include all existing and proposed sidewalks, crosswalks, signalized pedestrian phases, and ADA-compliant facilities.

• Pedestrian analysis need only be conducted for the side of the street where the project is located unless the project is located on both sides of the street, in which case both sides of the street should be studied.

• Pedestrian analysis shall be conducted for all roadway segments included in the study area that are subject to the Pedestrian MMLOS standards.

Based on the street’s typology, Jefferson St between Grand Ave and Carlsbad Village Dr along with Carlsbad Village Dr between Jefferson St and Harding St are subject to pedestrian MMLOS.

The pedestrian analysis will be conducted for the side of the street where the project is located.

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2.1.2 Bicycle Analysis

The Carlsbad Transportation Guidelines requires the following bicycle elements to be analyzed based on the street’s typology:

• All facilities that bicyclists can legally use shall be included in the study area from each project access point extending in each direction of travel to the nearest intersection, dedicated bicycle facility, or connection point to a multiuse trail or path. Inventory and evaluation shall include all off-street and on-street bicycle paths, lanes and routes.

• Bicycle analysis shall be conducted for both directions of travel (e.g., both sides of the street) of each facility included in the study area.

• Bicycle analysis shall be conducted for roadway segments subject to the Bicycle MMLOS standards.

Based on the street’s typology, Jefferson St between Grand Ave and Carlsbad Village Dr along with Carlsbad Village Dr between Jefferson St and Harding St are subject to bicycle MMLOS.

The bicycle analysis will be conducted for both directions of travel.

2.2 City of Carlsbad Mobility Element Policy

The City of Carlsbad Mobility Element strives to improve vehicle, pedestrian, bicycle, and transit options and connectivity throughout Carlsbad. Improvements to other modes of travel can facilitate walking, biking, and transit usage as a viable alternative to driving. The Mobility Element has different implementation policies based on the street’s typology. The Mobility Element implementation policies for projects that add more than 110 ADT or 11 peak hour trips to exempt segments throughout the city are defined by criterion 3-P.11 as follows:

a. Transportation demand management [TDM] strategies that reduce the reliance on single -occupant automobile and assist in achieving the city’s livable streets visions.

b. Transportation system management [TSM] strategies that improve traffic signal coordination and improve transit service.

The project will not add 110 daily nor 11 peak hour trips to street facilities that are exempt from a vehicle LOS standard (please see Section 3). Therefore, the project traffic does not trigger Mobility Element Policy 3-P.11.

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3.0 Level 1 Traffic Analysis

Trip generation was calculated using the San Diego Association of Governments (SANDAG) Brief Guide of Vehicular Traffic Generation Rates for the San Diego Region, April 2002. A trip credit was NOT applied for the existing bank building because it is currently vacant. The project is forecasted to generate 453 ADT with 29 AM peak hour trips (8 inbound and 21 outbound), and 41 PM peak hour trips (26 inbound and 15 outbound) as shown in Table 3.

TABLE 3: PROJECT TRAFFIC GENERATION

3.1 Project Trip Distribution and Assignment

Project trips were distributed to the adjacent roadways based on the surrounding roadway network, trip origins and trip destination. The regional project trip distribution and assignment are shown in Figure 10, which documents how the project will not add 110 daily nor 11 peak hour trips to street facilities that are exempt from a vehicle LOS standard. Therefore, the project traffic does not trigger Mobility Element Policy 3-P.11.

The local trip distribution shows the sole access to the on-site parking garage from the alley on the east side of the project parcel. This distribution incorporates the right -in/right-out movements on Carlsbad Village Dr at the project alley due to a raised median and accounts for some around the block travel due to various turn restrictions. Around the block travel is typically observed in downtown areas with small grid patterns. Based on these geometric conditions, the local distribution and trip assignment is shown in Figure 11.

As shown in Figure 11, the project is forecasted to add 25 AM and 34 PM peak hour trips to the intersection of Carlsbad Village Dr at Harding St, which increases the existing traffic by 1.9% in the AM peak hour and 1.7% in the PM peak hour. Under existing + project conditions, this intersection is calculated to operate at LOS B (AM & PM). The project traffic does not change the acceptable LOS B under AM & PM conditions. Count data and LOS worksheets are included in Appendix C.

Existing and Proposed
Land Use ADT % IN OUT % IN OUT
Multi-family greater than 20du/acre 6 /DU 50 DU 300 8% 0.2 0.8 5 19 9% 0.7 0.3 19 8 Specialty Retail/Strip Commercial40 /KSF 3,824 SF 153 3% 0.6 0.4 3 2 9% 0.5 0.5 7 7 Totals: 453 8 21 26 15
Source: SANDAG Brief Guide of Vehicular Traffic Generation Rates for the San Diego Region, April 2002.

ADT-Average Daily Traffic; Split-percent inbound and outbound.

Rate Size & Units Split Split
AM PM
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Figure 10: Regional Project Distribution and Assignment

Map Source: City of Carlsbad GMP Figure 4

Project
Location
LOS Exempt Street Seg.

Cannon Rd 5% (23 ADT)
Peak EB 1 AM & 1 PM;
Peak WB 0 AM & 1 PM
LOS Exempt Street Seg.

Palomar Airport Rd 5% (23 ADT)
Peak EB 1 AM & 1 PM;
Peak WB 0 AM & 1 PM
5%
25%
Distribution %
No Scale
N
5%
5%
50%
5%
LOS Exempt Street Seg.

El Camino Real 5% (23 ADT)
Peak NB 0 AM & 1 PM;
Peak SB 1 AM & 1 PM
LOS Exempt Street Seg.

College Blvd 5% (23 ADT)
Peak NB 1 AM & 1 PM;
Peak SB 0 AM & 1 PM
5%
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Figure 11: Local Project Distribution and Assignment

x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
Project Distribution
75%
OUT
85% IN
10%
OUT
Existing Project Trips Existing + Project
5 20 91 16 5 20 107
(16) (46) (114) (11) (16) (46) (125)
9 (18) 70 (109) 9 (18) 70 (109)
364 (712) 485 (551) 7 (22) 364 (712) 492 (573)
25 (26) 98 (120) 25 (26) 98 (120)
AM PM 22 64 72 AM PM 2 AM PM 22 64 74 AM PM
1325 (1945) (36) (94) (103) 25 (34) (1) 1350 (1979) (36) (94) (104) 1.9% 1.7% Project Inc.TotalsTotalsTotals
5%
23 ADT
Harding
St
No Scale
N
Carlsbad
Village Dr
Carlsbad
Village Dr
Madison
St
Oak Ave
Grand
Ave
Alley
Jefferson
St
Madison
St
Jefferson
St
20% 91 ADT
60%
272 ADT
5%
23 ADT
1 Carlsbad
Village Dr
Har-
ding
St
Around the
block travel
23 ADT
Project parking
access from
Alley
1 Around the
block travel
168 ADT
Raised
median
(right-in/
right-out
only)
Project
Location
85%
385 ADT
Eastbound &
Westbound U-
turn restrictions
LEGEND
XX AM peak hour volumes at intersections
(YY) PM peak hour volumes at intersections
ADT Average Daily Traffic
# Intersection Reference Number
Existing Roadways
Inbound Distribution
Outbound Distribution
% Distribution
1 Carlsbad
Village Dr
Har-
ding
St
1 Carlsbad
Village Dr
Har-
ding
St
1 Carlsbad
Village Dr
Har-
ding
St
5%
23 ADT
5%
23 ADT
Around the
block travel
170 ADT
46 ADT
23 ADT
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3.2 Project Access

The current site access for the existing bank (that will be replaced by the project) includes two driveways on Jefferson and two points of access to the alley along the eastern edge of the parcel. The alley intersects Carlsbad Village Drive to the south and Grand Ave to the north. The previous bank use had approximately double the number of vehicle trips (ADT and peak hours) as compared to the proposed project. Therefore, if the current project was replacing an active land use, then the new number of vehicles using this alley would be less than the historical land use. However, with the previous land use being vacant, the proposed project results in an increase of vehicle intensity using alley access. The alley at Carlsbad Village Dr as shown in Figure 12, is forecasted to have 11 AM and 25 PM combined inbound and outbound peak hour project trips that will traverse the sidewalk and bike lane. On average, this would be approximately one vehicle every five minutes during the AM peak hour and one vehicle e very two and a half minutes during the PM peak hour. This interaction between pedestrians and vehicles, while more intense than a vacant land use, is not anticipated to cause significant disruption to vehicles or pedestrians.

Figure 12: Project Alley Distribution and Assignment

20% 4
OUT (3)
85% IN 7 (22)
0 () 0 ()
15% IN 1 (4) 0 ()
5% 75% 1 16
OUT OUT (1) (11)
No Scale
N
Carlsbad
Village Dr
85%
Grand
Ave
Alley
Jefferson
St
85% In
20% Out
238 ADT
Raised median
(right-in/right-
out only)
Project
Location
Project parking
access from
Alley
15% In
80% Out
215 ADT
2 Carlsbad
Village Dr
Alley
2 Carlsbad
Village Dr
Alley
2 75%
5%
5%
5%
5%
5%
15%
3 Grand Ave
Alley
3 3
Grand Ave
Alley
# Intersection Reference Number
Existing Roadways
Inbound Distribution
Outbound Distribution
LEGEND
XX AM peak hour volumes at intersections
(YY) PM peak hour volumes at intersections
% Distribution
ADT: Average Daily Traffic
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The project building at the southwest corner of Carlsbad Village Dr and the Alley has been designed with the building corner pulled back providing a sight triangle allowing drivers, pedestrians, and bicyclists the ability to see each other when they approach the area where the Alley crosses the sidewalk and bike lane before reaching Carlsbad Village Drive. The existing view when traveling south along the alley and looking east is shown in Figure 13.

Figure 13: Looking East along Carlsbad Village Drive

Source: Google Maps

As part of the project, the owner/permittee will install green conflict zone bike lane striping on Carlsbad Village Drive to alert drivers to the presence of bicyclists crossing the driveway access. The sight distance view corridor and proposed green conflict zone bike lane striping are shown in Figure

14. No additional enhancements are proposed because in addition to the sight triangles and green conflict zone bike lane striping, the alley width is as minimal as possible to reduce pedestrian and bicycle crossing distances thereby reducing the amount of time when all users will share the same pavement area. The alley driveway operations are anticipated to be consistent with similar existing mixed-use alley driveways.

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Figure 14: Project Alley Conflict Zone Striping and Sight Line

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4.0 Pedestrian Analysis

The pedestrian analysis includes a MMLOS for:

1) Jefferson St between Grand Ave and Carlsbad Village Dr, and

2) Carlsbad Village Dr between Jefferson St and Harding St.

The analysis includes the project frontage based on the City’s criteria of “The analysis of each pedestrian facility will extend in each direction to the nearest intersection or connection point to a multiuse trail or path”. The pedestrian study elements are shown in Figure 15.

The City of Carlsbad Mobility Element states, “Implement the city’s MMLOS methodology and maintain LOS D or better for each mode of travel for which the MMLOS standard is applicable…” Excerpts from the Mobility Element are included in Appendix D.

The project applicant will improve the existing sidewalks on Jefferson St and Carlsbad Village Dr along the project frontage by providing:
1) Meandering 6-foot wide sidewalk design on Jefferson St. 2) Sidewalk widening within the Right -Of-Way (ROW) dedication along Carlsbad Village drive, maintaining a minimum 10-ft clearance from street trees to back of sidewalk. 3) Street trees as shown on the Architectural plan.
4) Assurance that the e xisting brick paver improvements along Carlsbad Village Dr will be protected in place.
5) Assurance to rebuild any portion of the sidewalk damaged during construction.

The pedestrian MMLOS for:

1) Jefferson St between Grand Ave and Carlsbad Village Dr is LOS C for the northbound pedestrian elements under existing conditions as shown in Table 4, while after the project is completed and has updated the adjacent sidewalk, the LOS is A as shown in Table 5, and

2) Carlsbad Village Dr between Jefferson St and Harding St is LOS C for the westbound pedestrian elements under existing conditions as shown in Table 6, while after the project is completed, the LOS is B as shown in Table 7.

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Figure 15: Pedestrian Study Elements

Source: Google Earth

LEGEND
Pedestrian Assessment
No Scale
N
Project
Location
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5.0 Bicycle Analysis

The bicycle analysis includes a MMLOS for:

1) Jefferson St between Grand Ave and Carlsbad Village Dr, and

2) Carlsbad Village Dr between Jefferson St and Harding St.

The analysis is based on the City’s criteria of “ Bicycle analysis shall be conducted for both directions of travel (e.g., both sides of the street) of each facility included in the study area”. The bicycle study elements are shown in Figure 16.

The City of Carlsbad Mobility Element states, “Implement the city’s MMLOS methodology and maintain LOS D or better for each mode of travel for which the MMLOS standard is applicable…”

The project applicant will install bike racks along Jefferson St near the retail entrances.

The bicycle MMLOS for:

1) Jefferson St between Grand Ave and Carlsbad Village Dr is LOS A for the northbound and southbound bicycle elements as shown in Table 8, and

2) Carlsbad Village Dr between Jefferson St and Harding St is LOS A for the eastbound and westbound bicycle elements as shown in Table 9.

Additionally, due to the presence of bike lanes on Carlsbad Village Drive and the project's primary access point being located along the alley, the owner/permittee will install green conflict zone bike lane striping on Carlsbad Village Drive to alert drivers to the presence of bicyclists crossing the driveway access.

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Figure 16: Bicycle Study Elements

Source: Google Earth

LEGEND
Bicycle Assessment
No Scale
N
Project
Location
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TABLE 8: BICYCLE MMLOS (JEFFERSON ST)

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TABLE 9: BICYCLE MMLOS (CARLSBAD VILLAGE DR)

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6.0 Multimodal Frontage Improvement Summary

The project applicant will improve the multimodal experience along the project frontage as shown in Figure 17 for Jefferson St and Figure 18 for Carlsbad Village Dr. The improvements will include:
1) Removal of two existing driveways along the project frontage on Jefferson St and replacement with full curb and gutter.
2) Meandering 6 foot wide sidewalk on Jefferson St.
3) Sidewalk widening within the ROW dedication along Carlsbad Village drive, maintaining a minimum 10-ft clearance from street trees to back of sidewalk. 4) Street trees.
5) Existing brick paver improvements along Carlsbad Village Dr to be protected in place. 6) New bike racks along Jefferson St near the retail entrances. 7) Assurance to rebuild any portion of the sidewalk damaged during construction. 8) Install green conflict zone bike lane striping on Carlsbad Village Drive to alert drivers to the presence of bicyclists crossing the driveway access.

Figure 17: Multimodal Frontage Improvements on Jefferson St

Meandering
6ft sidewalk
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Figure 18: Multimodal Frontage Improvements on Carlsbad Village Dr

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7.0 Conclusion

1) Transportation Demand Management (TDM) strategies that reduce the reliance on single- occupant automobile and assist in achieving the city’s livable streets visions.

2) Transportation System Management (TSM) strategies that improve traffic signal coordination and improve transit service.

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# # #
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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 Appendix A

Excerpts from City of Carlsbad Transportation Impact Analysis Guidelines

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CITY OF CARLSBAD

TRANSPORTATION IMP ACT ANALYSIS

GUIDELINES

April 2018

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PURPOSE & OBJECTIVES OF TRANSPORTATION IMPACT ANALYSES

2.1 Purpose of Transportation Impact Analyses
Transportation Impact Analyses (TIA’s) forecast, describe, and analyze the effect a development will have on the existing and future circulation infrastructure for all transportation modes. The purpose of the TIA is to assist engineers and planners in both the development community and public agencies when making land use and other dev elopment decisions. A TIA quantifies the changes in traffic levels and translates these changes into transportation system impacts in the vicinity of a project. These findings can then be used to determine project specific improvements or mitigation measures to offset the project’s impacts to the transportation system. If certain circumstances are met the General Plan Update allows some street facilities to be exempt from the LOS standard as approved by the City Council.

2.2 Objectives of TIA Guidelines
The f ollowing guidelines were prepared to assist the City of Carlsbad in promoting consistency and uniformity in TIAs. All Mobility Element roadways, all State routes and freeways (including metered and unmetered ramps), and all pedestrian, bicycle and transit facilities that are impacted should be included in each study.

The following Mobility Element Implementing Polic ies provide direction for the Traffic Impact Analysis Guidelines:

• Apply and update the city’s multi-modal level of service (MMLOS) methodology and guidelines…. Utilize the MMLOS methodology to evaluate impacts of individual development projects and amendments to the General Plan on the city’s transportation system. (Policy 3-P.3)

• Implement the city’s MMLOS methodology and maintain LOS D or be tter for each mode of travel for which the MMLOS standard is applicable… (Policy 3-P.4)

• Require developers to construct or pay their fair share toward improvements for all modes consistent with this Mobility Element, the Growth Management Plan, and speci fic impacts ass ociated with their development. (Policy 3-P.5)

• Utilize transportation demand management strategies, non-automotive enhancements (bicycle, pedestrian, transit, train, trails, and connectivity), and traffic signal management techniques as long-term transportation solutions and traffic mitigation measures to carry out the Carlsbad Community Vision. (Policy 3-P.8)

• Develop and maintain a list of street facilities where specific modes of travel are exempt from the LOS standard (LOS exempt street facilities), as approved by the City Council. For LOS exempt street facilities, the city will not implement improvements to ma intain the LOS standard outlined in Policy 3 -P.4 if such improvements are beyond what is identified as appropriate at build out of the General Plan... (Policy 3-P.9)

• Require new development that adds vehicle traffic to street facilities that are exempt from the vehicle LOS standard (consistent with Policy 3-P.9) to implement (Policy 3-P-11):

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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 - Transportation demand management strategies that reduce the reliance on single -occupancy automobile and assist in achieving the city’s livable streets vision.

- Transportation systems management strategies that improve traffic signal coordination and improve transit service
Caltrans has slightly different LOS objectives for State highway facilities. For example, Caltrans has a target LOS “C” standard for State highway facilities . Caltrans may defer to the lead agency to determine the appropriate target LOS consistent with the following Mobility Element Implementing Policy:

• Encourage Caltrans to identify and construct necessary improvements to improve service levels in Interstate- 5 and State Route 78. (Policy 3-P.7)
These guidelines are subject to update as future conditions and experience become available.

2.3 Analysis Strategy for Transportation Impact Analysis The General Plan Update (GPU) Mobility Element states that:

The transportation system envisioned in the 1994 General Plan has largely been realized, with the majority of the street infrastructure constructed to its ultimate configuration. As the city looks increasingly to infill development rather than outward expansion, the primary transportation issues relate to protecting and enhancing the community’s quality of life, as reflected in the core values of the Carlsbad Community Vision.

The community’s vision includes better pedestrian and bicycle connections between neighborhoods, destinations, and different parts of the community, and a balanced trans portation system rather than a singular focus on automobile movement.

Increasing regional travel demand leads to more trips using City of Carlsbad roadway facilities that neither originate nor terminate within the City limits (i.e., “cut -through” or “bypass” traffic). The GPU Mobility Element acknowledged that policies aimed at continuing to expand our roadway facilities to meet ever- expanding demand is counterproductive and likely to conflict with competing community values and objectives listed in the city’s Climate Action Plan (CAP). Rather, the City of Carlsbad should best manage and maintain the transportation facilities planned for and constructed consistent with the City’s General Plan. As noted above , “auto delay will no longer be considered a significant impact under CEQA.” Intersection analysis based on auto delay used for planning purposes have been found to produce:

- recommended mitigation measures that induce traffic and therefore increase congestion - recommended mitigation measures that do not directly resolve a project’s specific impact - questionable nexus studies
- questionable estimates of reserve capacity
- very specific, but highly inaccurate results (especially in forecasted scenarios)

2.4 Basis for Limiting Delay- Based Intersection LOS
The intersection level of service methodology according to the Highway Capacity Manual involves an evaluation of the average delay experienced by all vehicles using the intersection. The accuracy of the se average vehicle delay calculations is directly related to the accuracy of very specific traffic data. This methodology reflects a snapshot in time and is highly appropriate for evaluating intersection geometrics, determining intersection signal timing, or evaluating design alternatives. However, the generalized traffic DEV2024-0004 Mixed Use at 840 Carlsbad Village Dr LMA Appendix

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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 data available for planning level decisions does not provide the precision required for this specific level of service calculation, and may yield unreliable or inconsistent results. That is, it is unrealistic to accurately forecast the numerous variables that are required to calculate level of service based on delay. Variations in input variables, variations in peak hour volumes and other factors can result in fluctuations in intersection level of service from one study to another and across dif ferent study scenarios for a given project.

The delay-based intersection LOS analysis has a critical limitation ; it cannot adequately determine how close traffic volumes are to an operational capacity. The estimate for average delay is related to so many independent variables that it is not designed to determine when an intersection will reach a specific LOS threshold. Specifically, the impact of increased traffic volume depends on what movements are impacted.

This means that an intersection experiencing a n increase of 10 vehicles turning left at an intersection could result in a failing LOS result, while an increase of 100 vehicles turning right could improve the overall intersection LOS (i.e., the added right turn traffic experiencing below average delay offsets the few vehicles expected to experience above average delay). As noted below, this is the reason why mitigation measures for traffic impacts to signalized intersections often implement improvements to the right turn movements.

Using average delay to evaluate transportation impacts to an intersection tends to identify mitigation measures that don’t directly address the main cause of congestion . Furthermore, the proposed improvements may not directly correlate to the traffic generated by the specific project. For example, a significant impact is reported for a proposed project because the traffic at an intersection is forecasted to increase the average delay beyond the LOS E threshold . For this example, t he direct project impact is identified to be a n excessive queue in the westbound left turn lane. However, to reduce the project’s impact to less than significant , an improvement is identified f or the southbound right turn movement even though it does not have a queuing problem; that is a southbound right-turn overlap improves overall delay but does not address the excessive queue for the westbound left turn movement. Although the overall delay in this example is reported to fall below the level of significance, the proposed project does not include a mitigation measure that directly addresses the project’s impact.

These are the primary reasons why the Transportation Impact Analysis Guidelines transitioned from the granular detail of the intersection LOS methodology based on the Highway Capacity Manual . The City Traffic Engineer / City Engineer will retain the discretion to add specific intersections to the study area to be analyzed using a methodology consistent with the latest version of the Highway Capacity Manual.

2.5 New Approach for Evaluating Traffic Impacts
These guidelines shift the focus of auto level of service from the subjective nature of intersection delay calculations to an approach evaluating traffic impacts using two methodologies:
• a corridor operations analysis based on roadway capacity according to the Highway Capacity Manual and subject to the LOS standard; and
• a turning movement needs assessment for intersections.

Evaluating corridors allows the City to assess the ability for the existing and future facilities to carry through traffic (i.e., how is the experience of drivers traveling through several intersections along the corridor). The methodology proposed for analyzing corridors includes fa ctors that reflect the DEV2024-0004 Mixed Use at 840 Carlsbad Village Dr LMA Appendix

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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 understanding that signalized intersections tend to be the controlling factor for determining a roadway’s capacity. The corridor analysis is focused on identifying the need to add travel lanes necessary to serve the mainline traffic; and a separate evaluation is needed of the capacity of the side streets and turning lanes at intersections along a corridor.

To address potential operational and capacity issues at signalized intersection s, TIA’s will be required to include an analysis of the queues for left and right turning movements. The queue analysis will determine if adequate turn lanes and adequate queue storage is provided at the signalized intersections within the project study area. Queues that exceed capacity affect the carryi ng capacity of the roadway (i.e., automobiles that can’t queue up in the turn lane will block the lanes serving through movements and reduce main-line capacity). The queue analysis will determine where new turn lanes are needed and where existing turn poc kets may need to be lengthened to improve corridor performance and address potential safety issues. As stated above, transportation impacts related to safety must still be analyzed under CEQA where appropriate.

Traffic signal warrants will also need to be conducted for unsignalized intersections in the study area.

2.6 Approach to Mitigating Impacts
The corridor LOS analysis coupled with a turning movement needs assessment will identify the appropriate roadway facility improvements needed to be identified in the TIA according to the city’s GMP.

The City of Carlsbad recognizes that trying to build its way out of congestion is unsustainable and may conflict with objectives in the Climate Action Plan and General Plan. T he General Plan allow s for exemptions to the levels of service standards when specific criteria are met . Theses exemptions require mitigation measures that rely on management tools that include: a) Transportation Demand Management (TDM)1 strategies that provide goods and services to the public in a way that reduces the demand for auto travel- especially during peak periods; and b) Transportation Systems Management (TSM)2 strategies that improve traffic flow so that people can travel in autos more efficiently without widening roadways. TIAs are expected to include mitigation measures that support TDM objectives to provide viable options to single occupancy vehicle trips and TSM measures that improve the efficiency of the existing roadway system.

The General Plan priorit ized shifting travel modes away from the single occupancy vehicle to shared mobility choices, such as vanpool, carpool, walking, bicycling and taking transit . The se Transportation Impact Analysis Guidelines integrate the new MMLOS methodology that will be used to determine gaps in the existing infrastructure for all modes . It also identifies requirements for mitigating project impacts and providing enhanced and expanded vehicle, bicycle, pedestrian and transit facilities adjacent to the project site.

1 Also known as “Travel Demand Management” and “Traffic Demand Management” 2 Also known as “Traffic Signal Management” and “Traffic Systems Management” DEV2024-0004 Mixed Use at 840 Carlsbad Village Dr LMA Appendix

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TIA SCOPING REQUIREMENTS

Prior to initiating a TIA, a scope of work shall be submitted, reviewed, and approved by City staff. Special situations may call for variation from these guidelines, which will be discussed during the scoping process.

When state facili ties are included within a project study area, Caltrans and the City of Carlsbad should agree on the specific methods used in TIAs involving any State Route facilities, including metered and unmetered freeway ramps.

3.1 Scoping Agreement
Early consultation among the development community, City of Carlsbad, other affected jurisdictions, and Caltrans is required to establish the base input parameters, assumptions, and analysis methodologies for the TIA. A Scoping Agreement with City of Carlsbad shall be filed prior to initiating the Transportation Impact Analysis report (refer to Appendix A of these guidelines).

The Scoping Agreement ensures an understanding of the level of detail and the assumptions required for the analysis. Always check with City staff for their concerns prior to preparing the initial Scoping Agreement. For straightforward studies prepared by consultants familiar with these TIA procedures, a telephone call or e -mail may suffice. For consultants unfamiliar with City requirements or for more complex projects, a project initiation meeting is recommended prior to submitting or concurrently with the submittal of the initial Scoping Agreement.

3.2 Facilities to be Included in the Study Area
All projects access points and on-site circulation will be identified in the study area. The geographic extent of the study area is described for each mode that is subject to evaluation below. All TIAs shall include a project study map according to Section 3.3 that defines all transportation facilities t o be evaluated according to this section.

The modes that will be evaluated are based on the street typology for roadways connecting the project to the citywide transportation system and the location of the project. Figure 1 on the following page illustrates the mode analysis required for each Mobility Element roadway in the City of Carlsbad. The extent to which the analysis is conducted is described later in these guidelines. The following outlines the guidelines for determining the geographic area to be examined in the studies:

AUTO:

INTERSECTIONS: All intersections within 0.25 miles of a project access points serving vehicles will be included in the study area. Additional intersections within 0.25 to 0.5 miles from the project access points may also be added to the study area at the discretion of the City Engineer / City Traffic Engineer.

ROADWAY SEGMENTS:
• Non-freeway roadway segments that are subject to Auto MMLOS Criteria and expected to experience an increase in project traffic equal to 50 or more peak-hour trips in either direction of travel. • Freeway Mainline Segments where the project adds 50 or more peak-hour trips in either direction of travel • Freeway Entrance and Exit Ramps where the proposed project will add 20 or more peak -hour trips and/or cause any traffic queues to exceed ramp storage capacities.

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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 PEDESTRIAN:
• All pedestrian facilities that are directly connected to project access points will be included in the study area • All pedestrian facilities adjacent to the project development site that provide direct pedestrian access to the project site will be included in the study area.
• The analysis of each pedestrian facility will extend in each direction to the nearest intersec tion or connection point to a multiuse trail or path. The study area will extend from the project site (northbound and southbound OR eastbound and westbound) until a Mobility Element Road or Class I trail is reached in each direction.
• Pedestrian facilit ies shall include all existing and proposed sidewalks, crosswalks, signalized pedestrian phases, and ADA-compliant facilities.
• Pedestrian analysis need only be conducted for the side of the street where the project is located unless the project is located on both sides of the street, in which case both sides of the street should be studied. • Pedestrian analysis shall be conducted for all roadway segments included in the study area that are subject to the Pedestrian MMLOS standards (see Figure 1).

BICYCLE:
• All facilities that bicyclists can legally use shall be included in the study area from each project access point extending in each direction of travel to the nearest intersection, dedicated bicycle facility, or connection point to a multiuse trail or pa th. Inventory and evaluation shall include all off -street and on-street bicycle paths, lanes and routes.
• Bicycle analysis shall be conducted for both directions of travel (e.g., both sides of the street) of each facility included in the study area.
• Bicycle analysis shall be conducted for roadway segments subject the Bicycle MMLOS standards (see Figure 1).

TRANSIT:
• All existing transit lines and transit stops within a ½ mile walking distances of the project site shall be included in the study area.
• If the roadways within the study area are not subject to Transit MMLOS standards (see Figure 1) no further transit analysis is required.
• All transit lines located within a ½ mile walking distance of the project site will be analyzed according to the Transit MMLOS
• All pedestrian routes linking the project site to a transit line within the ¼ mile walking distance boundary. • If no transit lines are provided, but the roadways within the study area are identified as subject to transit MMLOS, the project shall complete the MMLOS worksheet for “No Transit Located within ½ Mile Walk from Subject Site or Roadway Segment”.
• Transportation Demand Management Measures shall be identified for the project, which may include on - demand transit, flex or other measures.

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Figure 1: MMLOS Required Analysis by Mobility Element Roadway DEV2024-0004 Mixed Use at 840 Carlsbad Village Dr LMA Appendix

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City of Carlsbad Traffic Scoping Agreement

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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 Attachment A

SCOPING AGREEMENT FOR TRANSPORTATION IMPACT STUDY

This letter acknowledges the City of Carlsbad Traffic Engineering Division requirements for transportation impact analysis of the following project. The analysis must follow the latest City of Carlsbad Transportation Study Guidelines dated April 2018.

Case No. DEV2024-0004

Project Name: CVD Rincon

Project Location: 840 Carlsbad Village Dr (APN 203-354-15-00)

Project Description:

Remove an existing bank with drive-thru and construct 50 Multi-Family Dwelling Units (8 affordable and 42 market rate) and 3,694 sf retail commercial

Related Cases
SP No.

EIR No.

GPA No.

CZ No.

Consultant Developer
Name: Justin Rasas, P.E. LOS Engineering, Inc Jonathan Frankel, Rincon Homes Address: 11622 El Camino Real, Suite 100 5315 Avenida Encinas, Suite 200 San Diego, CA 92130 Carlsbad, CA 92008
Telephone: 619-890-1253 925-708-3638
Email: [email protected] [email protected]

A. Trip Generation Source: SANDAG

Extended Land Use V-B (Village Barrio) Proposed Land Use V-B (Village Barrio) Extended Zoning V-C (Village Center) Proposed Zoning V-C (Village Center) Total Daily Trips Existing = 0 (vacant bld) Forecasted Daily Trips Net increase = 448

(Attach a trip generation table. Describe Trip Reduction Factors proposed and included in the trip generation table) – Please see attached scoping support materials.

B. Trip Geographic Distribution: Select Zone (Model Series NA) Provide exhibit for detailed trip distribution and assignment – Please see attached scoping support materials.

C. Background Traffic:

Phased Project: Phases:

Please contact the Engineering Division or use the most recently provided data.

Model/Forecast Methodology: NA

☒ No ☐ Yes
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D. Study intersections: (NOTE: Subject to revision after other projects, trip generation and distribution are determined, or comments.)

1. Level 1 LMA (no intersection analysis

2. recommended along the Village Street and

3. Identify Street along the project frontage)

4. 5.

6. 7.

8. E. Study Roadway Segments: (NOTE: Subject to revision after other projects, trip generation and distribution are determined, or comments.)

1. Pedestrian MMLOS Analysis on A) Jefferson St between Grand Ave and Carlsbad Village Dr, and

2. B) Carlsbad Village Dr between Jefferson St and Harding St

3. Bicycle MMLOS Analysis on A) Jefferson St between Grand Ave and Carlsbad Village Dr, and

4. B) Carlsbad Village Dr between Jefferson St and Harding St

5. Transit Analysis not recommended along Identity & Village Street (fronting the project) for Level 1 LMA

6. Vehicle Analysis not recommended along Identity & Village Street (fronting the project) for Level 1 LMA

7. 8.

9. 10.

F. Other Jurisdictional Impacts:

Is this project within any other Agency’s Sphere of Influence or one-mile radius of boundaries?
If so, name of Jurisdiction:

G. Site Plan (Attach a legible 11’x17’ copy) Please see last page of this packet.

H. Specific issues to be addressed in the Study (in addition to the standard analysis described in the Guideline) (To be filled out by the City Engineering Department)

Recommended by:

Justin Rasas, P.E. 7/31/24
Consultant’s Representative Date
Scoping Agreement Submitted on 7/31/24
Scoping Agreement Resubmitted on 8/13/24

Recommended by:

City of Carlsbad
Traffic Engineering Division Date

☐ Yes ☒ No
8/13/2024
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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 840 Carlsbad Village Dr Mixed Use Traffic Scoping Agreement Support Materials LOS Engineering, Inc.

PROJECT DESCRIPTION

The proposed project is located at 840 Carlsbad Village Drive (Parcel 203 -354-15-00) in the Village Center (VC) District of the Village and Barrio Master Plan. The project includes removing an existing use and constructing new uses as follows:

Existing use to be removed:

Existing Bank with drive thru.

Proposed five story mixed-use project with:

Fifty (50) multi-family dwelling units (8 affordable and 42 market rate).

Approximately 3,694 sf of retail commercial.

The project parcel is approximately 0. 72 acres resulting in a density of approximately 69.4 dwelling units per acre (50 units/0.72 acres).

PROJECT TRIP GENERATION

Trip generation was calculated using the San Diego Association of Governments (SANDAG) Brief Guide of Vehicular Traffic Generation Rates for the San Diego Region, April 2002. A trip credit was NOT applied for the existing bank building because it is currently vacant. The project is forecasted to generate 448 ADT with 29 AM peak hour trips (8 inbound and 21 outbound), and 41 PM peak hour trips (26 inbound and 15 outbound) as shown in Table 1.

Table 1: Project Trip Generation

PROJECT TRIP DISTRIBUTRION AND ASSIGNMENT

The project distribution and trip assignment are shown in Figure 1. To address the requirements of Mobility Element Policy 3-P.11, Figure 1 shows how the project is not forecasted to add more than 110 ADT nor more than 11 AM and/or 11 PM peak hour trips to any City of Carlsbad LOS exempt roadway segments.

Existing and Proposed
Land Use ADT % IN OUT % IN OUT
Multi-family greater than 20du/acre 6 /DU 50 DU 300 8% 0.2 0.8 5 19 9% 0.7 0.3 19 8 Specialty Retail/Strip Commercial 40 /KSF 3,694 SF 148 3% 0.6 0.4 3 2 9% 0.5 0.5 7 7 Totals: 448 8 21 26 15
Source: SANDAG Brief Guide of Vehicular Traffic Generation Rates for the San Diego Region, April 2002.

ADT-Average Daily Traffic; Split-percent inbound and outbound.

Rate Size & Units Split Split
AM PM
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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 Figure 1: Project Location, Distribution and Assignment

Map Source: City of Carlsbad GMP Figure 4

Project
Location
LOS Exempt Street Seg.

Cannon Rd 5% (22 ADT)
Peak EB 1 AM & 1 PM;
Peak WB 0 AM & 1 PM
LOS Exempt Street Seg.

Palomar Airport Rd 5% (22 ADT)
Peak EB 1 AM & 1 PM;
Peak WB 0 AM & 1 PM
5%
25%
Distribution %
No Scale
N
5%
5%
50%
5%
LOS Exempt Street Seg.

El Camino Real 5% (22 ADT)
Peak NB 0 AM & 1 PM;
Peak SB 1 AM & 1 PM
LOS Exempt Street Seg.

College Blvd 5% (22 ADT)
Peak NB 1 AM & 1 PM;
Peak SB 0 AM & 1 PM
5%
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PROJECT REPORT REQUIREMENTS

Local Mobility Analysis

According to Table 1 in the City of Carlsbad Transportation Impact Analysis Guidelines , dated April 2018, a Level 1 Local Mobility Analysis is required because the project conforms to the Carlsbad Village & Barrio Master Plan as it is in the Village Core with permitted retail on the ground floor and multi-family above the ground floor while generating between 111 and 499 ADT.

Based on the street Typology as shown in Figure 2, the Level 1 LMA requires a MMLOS analysis of pedestrian and bicycle elements because the project site abuts Identity and Village Streets.

Figure 2: Project Vicinity Street Typology

Source: City of Carlsbad Figure 1 from Transportation Impact Analysis Guidelines

Transportation Demand Management Plan
The project is not forecasted to add more than 110 ADT nor more than 11 AM and/or 11 PM peak hour trips to any City of Carlsbad LOS exempt roadway segments. Therefore, a Travel Demand Management Plan is not required according to Mobility Element Policy 3-P.11.

Project
Location
No Scale
N
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PRELIMINARY SITE PLAN

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Vehicular access to/from Grand Ave Vehicular access to/from Carlsbad Village Dr
Project vehicular
access to alley
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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 stamp
sheet
date
job no.project title

RINCON CVD
840 CARLSBAD VILLAGE DRIVE - CARLSBAD, CA 92008
2333
sheet
1ST FLOOR PLAN
A201
Stephen Dalton Architects
444 S. CEDROS. STUDIO 190
SOLANA BEACH. CA 92075
t: 858.792.5906 / f: 858.792.5916

ABCDEFGHJKLM NPQRS
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 TU V
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 ABCDEFGHJKLM NPQRSTUV

LICENSED

ARCHITECT
STEPHEN E.

DALTON
STATE
OF

CALIFORNIA
OO
No. C25166
01/31/21
1,167 sq ft
UP
UP
UP
UP
UP
UP
UP
UP
UP
UP
UP
UP
106 sq ft
205 sq ft
0 4' 8' 16'
2'-5 3/8"
132'-6"
1'-0"
4'-0"
10'-2" 256'-4" 1'-3 3/4" 7'-6"
5'-2" 12'-10" 137'-8" 24'-8" 12'-0" 24'-0" 40'-0"
10'-2" 256'-4"
1'-3 7/8"
154'-10" 101'-6"
2'-5 3/8"
132'-6"
1'-0"4'-0"
72'-10"59'-8"2.00'

58.50'

0.00'

56.50'

3.50'

60.00'
-0.00'

56.50'
-0.00'

56.50'
1 A301
1 A302
2 A301
1,068 sq ft
489 sq ft
31 sq ft
1,459 sq ft
68 sq ft
233 sq ft
307 sq ft
385 sq ft
309 sq ft
387 sq ft
UGPSPV
UGPS

PROPOSED

DEDICATION / NEW

PROPERTY LINE
EX. PROPERTY LINE

DEDICATION

PROPOSED

DEDICATION / NEW

PROPERTY LINE
EX. PROPERTY LINE

GAS METERS
BMP
BMP PER CIVIL, TYP.

BMP, TYP.

SECURITY
FENCE

EXISTING SINGLE STORY

NEIGHBOR BUILDING
2 A402
2 A402
1 A402
1 A402
1 A401
1 A401
2 A401
2 A401
3 A401
3 A401
2 A302
N
A
A
B
B
C
C
D
D
E
E
F
F
G
G
I
I
H
H
J
J
1 1
2 2
3 3
5 5
6 6
7 7
8 8
4 4
52 PARKING STALLS

VEHICULAR GATE
(VENTED)

LINE OF FLOOR ABOVE

PROPERTY LINE

MAILBOXES
32 BIKES
LOBBY
RETAIL 3
STAIR
1 STAIR 2

ELECTRICAL
ROOM
E1 E2
ELEV.

MECH

BIKE ROOM
PUMP
ROOM
TRASH
STAIR 3
RETAIL 1
FIRE
RISER

PARKING
RETAIL 2
PARCEL
ROOM
MPOE
SCALE: 1/8" = 1'-0"1 1ST FLOOR PLAN
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sheet
date
job no.project title

RINCON CVD
840 CARLSBAD VILLAGE DRIVE - CARLSBAD, CA 92008
2333
sheet
2ND FLOOR PLAN
A202
Stephen Dalton Architects
444 S. CEDROS. STUDIO 190
SOLANA BEACH. CA 92075
t: 858.792.5906 / f: 858.792.5916

ABCDEFGHJKLM NPQRS
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 TU V
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 ABCDEFGHJKLM NPQRSTUV

LICENSED

ARCHITECT
STEPHEN E.

DALTON
STATE
OF

CALIFORNIA
OO
No. C25166
01/31/21
UP
REF
DW
DW
REF
DW
REF
REF
DW
REF
DW REF
DW
REF
DW
REF
DW
DW
REF
DW
REF
DW
REF
REF
DW
1,228 sq ft1,228 sq ft
1,228 sq ft
UP
UPUP
UP
966 sq ft
32 sq ft
32 sq ft
33 sq ft 33 sq ft
33 sq ft 33 sq ft
39 sq ft
40 sq ft
40 sq ft
41 sq ft
37 sq ft37 sq ft
W/D
W/D
W/D
W/D
W/D
0 4' 8' 16'
W/D
W/D
W/D
W/D
W/D
W/D
W/D
1 A301
1 A302
2 A301
13'-6" 38'-0"
5'-2" 3'-0"
5'-0" 3'-0"
5'-1" 3'-0"
5'-2" 3'-0"
5'-6" 3'-0"
5'-9" 3'-0"
5'-9" 3'-0"
5'-8" 3'-0"
5'-8" 3'-0"
5'-2" 3'-0"
5'-2" 3'-0"
3'-0"5'-3"
3'-0"5'-5"
5'-2" 3'-0"
256'-4"
3'-0" 51'-6" 23'-4" 82'-1" 28'-6"
134'-8"
91'-2"10'-10" 31'-10"
10"
6'-10"13'-8"13'-0"
2"
19'-0"22'-6"16'-0"
2"
10'-6"
2"
7'-4"24'-6"
134'-8"
79'-2"55'-6"
79'-2"
6'-10"13'-8"13'-2"15'-8"29'-8"
2"
256'-4"
154'-10" 101'-6"
2'-10"
101'-6"
8'-8" 15'-8"
2"
29'-8" 15'-8" 31'-8"
11'-4" 16'-0" 21'-2" 11'-10" 34'-2" 11'-10" 21'-2" 27'-4" 2"
13'-6" 14'-2"
2"
14'-2" 13'-6"
15'-10"6'-2" 5'-6"12'-0"5'-6"10'-10"5'-8"
5'-9" 3'-0"
36'-2"
2"
9'-6" 36'-3" 10'-4" 8'-6"
2"
9'-6" 36'-3"
3'-0" 5'-6"
5'-9" 3'-0"
2 A402
2 A402
1 A402
1 A402
1 A401
1 A401
2 A401
2 A401
3 A401
3 A401
36 sq ft
876 sq ft 876 sq ft
937 sq ft
1,532 sq ft
2,479 sq ft
66 sq ft
23 sq ft
944 sq ft
1,791 sq ft
2,233 sq ft2,233 sq ft
1,632 sq ft

PROPERTY LINE

PROPOSED

DEDICATION / NEW

PROPERTY LINE

HORIZONTAL
EXIT

BMP PER
CIVIL, TYP. 2
A302
A
A
B
B
C
C
D
D
E
E
F
F
G
G
I
I
H
H
J
J
1 1
2 2
3 3
5 5
6 6
7 7
8 8
4 4
UP
N
2"27'-8"
UNIT B2
UNIT B1
STAIR 2
STAIR 1
MAINT.

CLUB ROOM
UNIT A1
UNIT A2
STAIR 3 TC ROOM

COURTYARD
UNIT A1.1
UNIT A2
UNIT B1a
UNIT B1b
UNIT C1 E1 E2
IDF
STO.

STO.

UNIT C2 UNIT C2
UNIT B2.1
SCALE: 1/8" = 1'-0"1 2ND FLOOR PLAN
DEV2024-0004 Mixed Use at 840 Carlsbad Village Dr LMA Appendix

Page 19 of 35 ends

July 28, 2026
Item #7 Page 198 of 498
Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 stamp
sheet
date
job no.project title

RINCON CVD
840 CARLSBAD VILLAGE DRIVE - CARLSBAD, CA 92008
2333
sheet
3RD FLOOR PLAN
A203
Stephen Dalton Architects
444 S. CEDROS. STUDIO 190
SOLANA BEACH. CA 92075
t: 858.792.5906 / f: 858.792.5916

ABCDEFGHJKLM NPQRS
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 TU V
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 ABCDEFGHJKLM NPQRSTUV

LICENSED

ARCHITECT
STEPHEN E.

DALTON
STATE
OF

CALIFORNIA
OO
No. C25166
01/31/21
UP
REF
DW
REF
DW
REF
DW
REF
DW
REF
DW
REF
DW
REF
DW
DW
REF
REF
DW
DW
REF
DW
REF
DW
REF
DW
REF
1,228 sq ft1,228 sq ft
1,228 sq ft
UP
UP
UPUP
39 sq ft
40 sq ft
40 sq ft
41 sq ft
37 sq ft37 sq ft
32 sq ft
32 sq ft
33 sq ft 33 sq ft
33 sq ft 33 sq ft
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
0 4' 8' 16'
W/D
W/D
W/D
1 A301
1 A302
2 A301
2 A402
2 A402
1 A402
1 A402
1 A401
1 A401
2 A401
2 A401
3 A401
3 A401
7'-2" 3'-0"
4'-8"3'-0"
7'-2" 3'-0"
7'-1" 3'-0"
7'-6" 3'-0"
7'-10" 3'-0"
7'-10" 3'-0"
12'-4" 3'-0"
7'-9" 3'-0"
4'-8"3'-0"
4'-8"3'-0"
7'-2" 3'-0"
7'-2" 3'-0"
7'-3" 3'-0"
7'-4" 3'-0"
7'-6" 3'-0"
4'-8"3'-0"
256'-4"
3'-0" 51'-6" 23'-4" 82'-1" 28'-6" 67'-11"
13'-6" 38'-0" 36'-2"
2"
9'-6" 36'-3"
2"
10'-2" 8'-6"
2"
9'-6" 36'-3"
2"
31'-6"
134'-8"
79'-2"54'-8"
10"
13'-6"41'-2"
79'-2"
6'-10"13'-8"13'-0"
2"
15'-8"29'-8"
2"
2'-10"
101'-6"
8'-8" 15'-8"
2"
29'-8" 15'-8"
2"
22'-4" 9'-2"
256'-4"
154'-10" 101'-6"
11'-4" 16'-0" 21'-2" 11'-10" 34'-2" 11'-10" 21'-2" 16'-0" 11'-4" 134'-8"
91'-2"10'-10" 31'-10"
10"
20'-6"13'-0"
2"
19'-0"22'-6"16'-0"
2"
10'-6"
2"
7'-4"24'-6"
7'-4" 3'-0"
2"13'-6" 14'-2"
2"
13'-6" 14'-2"
2"
14'-2" 13'-6"
61'-0"31'-10"
15'-4"6'-2" 5'-6"12'-0"5'-6"10'-10"5'-8"
6'-0" 10'-10"
29'-2"6'-0"
12'-4" 3'-0"
7'-10" 3'-0"
2 A302
1,632 sq ft
937 sq ft
937 sq ft
1,532 sq ft
36 sq ft
876 sq ft
23 sq ft
944 sq ft
66 sq ft
876 sq ft
1,791 sq ft
2,233 sq ft2,233 sq ft

PROPERTY LINE

PROPOSED

DEDICATION / NEW

PROPERTY LINE

HORIZONTAL
EXIT

CLEAR OF FLOOR

LEDGE BELOW

CLEAR OF FLOOR

LEDGE BELOW
UP
A
A
B
B
C
C
D
D
E
E
F
F
G
G
I
I
H
H
J
J
1 1
2 2
3 3
5 5
6 6
7 7
8 8
4 4
N
STAIR 2
STAIR 1
STAIR 3
UNIT B1
UNIT A1
UNIT A2 UNIT A2
UNIT B1a
UNIT B1b
UNIT A1
IDF
STO.

MAINT.

STO.

STO. STO.

STO.

OPEN
UNIT A1.1

TC ROOM
E1 E2
OPEN
UNIT C1
UNIT C2 UNIT C2
UNIT B2.1
UNIT B2
SCALE: 1/8" = 1'-0"1 3RD FLOOR PLAN
DEV2024-0004 Mixed Use at 840 Carlsbad Village Dr LMA Appendix

Page 20 of 35 ends

July 28, 2026
Item #7 Page 199 of 498
Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 stamp
sheet
date
job no.project title

RINCON CVD
840 CARLSBAD VILLAGE DRIVE - CARLSBAD, CA 92008
2333
sheet
4TH FLOOR PLAN
A204
Stephen Dalton Architects
444 S. CEDROS. STUDIO 190
SOLANA BEACH. CA 92075
t: 858.792.5906 / f: 858.792.5916

ABCDEFGHJKLM NPQRS
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 TU V
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 ABCDEFGHJKLM NPQRSTUV

LICENSED

ARCHITECT
STEPHEN E.

DALTON
STATE
OF

CALIFORNIA
OO
No. C25166
01/31/21
DN
UP
REF
DW
REF
DW
REF
DW
REF
DW
DW
REF
DW
REF
REF
DW
REF
DW
REF
DW
REF
DW
DW
REF
DW
REF
DW
REF
1,228 sq ft1,228 sq ft
1,228 sq ft
UP
DN
UP
39 sq ft
40 sq ft
40 sq ft
41 sq ft
37 sq ft37 sq ft
32 sq ft
32 sq ft
33 sq ft 33 sq ft
33 sq ft 33 sq ft
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
0 4' 8' 16'
W/D
1 A301
1 A302
2 A301
2 A402
2 A402
1 A402
1 A402
1 A401
1 A401
2 A401
2 A401
3 A401
3 A401
2 A302
256'-4"
3'-0" 51'-6" 23'-4" 82'-1" 28'-6" 67'-11"
13'-6" 38'-0" 36'-2"
2"
9'-6" 36'-3"
2"
10'-2" 8'-6"
2"
9'-6" 36'-3"
2"
31'-6"
134'-8"
79'-2"54'-8"
10"
13'-6"41'-2"
79'-2"
33'-6"
2"
15'-8" 29'-8"
2"
2'-10"
101'-6"
8'-8" 15'-8"
2"
29'-8" 15'-8"
2"
22'-4" 9'-2"
256'-4"
154'-10" 101'-6"
134'-8"
91'-2"10'-10" 31'-10"
10"
33'-6"
2"
19'-0" 22'-6" 16'-0"
2"
10'-6"
2"
22'-8" 9'-2"
2"13'-6" 14'-2"
2"
13'-6" 14'-2"
2"
14'-2" 13'-6"
6'-6"61'-0"31'-10"
15'-4"6'-2" 5'-6"12'-0"5'-6"10'-10"5'-8"
6'-0" 10'-10"
29'-2"6'-0"
937 sq ft
937 sq ft
1,632 sq ft
2,233 sq ft2,233 sq ft
1,532 sq ft
23 sq ft
36 sq ft
944 sq ft
66 sq ft
876 sq ft 876 sq ft
1,791 sq ft

PROPOSED

DEDICATION / NEW

PROPERTY LINE

HORIZONTAL
EXIT
UP
A
A
B
B
C
C
D
D
E
E
F
F
G
G
I
I
H
H
J
J
1 1
2 2
3 3
5 5
6 6
7 7
8 8
4 4
N
STAIR 2
STAIR 1
STAIR 3
UNIT B1
UNIT A1
UNIT A2 UNIT A2
UNIT B1a
UNIT B1b
UNIT A1
UNIT A1
UNIT C2 UNIT C2
STO.

STO.

MAINT.

IDF
OPEN
OPEN
UNIT A1.1

TC ROOM
E1 E2UNIT C1
UNIT B2.1
UNIT B2
SCALE: 1/8" = 1'-0"1 4TH FLOOR PLAN
DEV2024-0004 Mixed Use at 840 Carlsbad Village Dr LMA Appendix

Page 21 of 35 ends

July 28, 2026
Item #7 Page 200 of 498
Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 stamp
sheet
date
job no.project title

RINCON CVD
840 CARLSBAD VILLAGE DRIVE - CARLSBAD, CA 92008
2333
sheet
5TH FLOOR PLAN
A205
Stephen Dalton Architects
444 S. CEDROS. STUDIO 190
SOLANA BEACH. CA 92075
t: 858.792.5906 / f: 858.792.5916

ABCDEFGHJKLM NPQRS
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 TU V
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 ABCDEFGHJKLM NPQRSTUV

LICENSED

ARCHITECT
STEPHEN E.

DALTON
STATE
OF

CALIFORNIA
OO
No. C25166
01/31/21
DN
UP
REF
DW
REF
DW
REF
DW
DW
REF
DW
REF
REF
DW
REF
DW
REF
DW
REF
DW
DW
REF
DW
REF
DW
REF
1,228 sq ft1,228 sq ft
1,228 sq ft
UPUP
UP
DN
39 sq ft
40 sq ft
40 sq ft
41 sq ft
37 sq ft37 sq ft
32 sq ft
32 sq ft
33 sq ft 33 sq ft
33 sq ft 33 sq ft
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
04 '8 ' 16'
W/D
1 A301
1 A302
2 A301
2 A402
2 A402
1 A402
1 A402
1 A401
1 A401
2 A401
2 A401
3 A401
3 A401
2 A302
134'-8"
256'-4"
2'-10"
101'-6"
256'-4"
3'-0" 51'-6" 23'-4" 82'-1" 28'-6" 67'-11"
36'-2"
2"
9'-6" 36'-3"
2"
10'-2" 8'-6"
2"
9'-6" 36'-3" 31'-8"13'-6" 38'-0"
79'-2"13'-6" 41'-2"
10"
8'-8" 15'-8"
2"
29'-8" 15'-8" 31'-8"
101'-6"154'-10"
79'-2"
33'-6"
2"
15'-8" 29'-8"
2"
134'-8"
91'-2"10'-10" 31'-10"
10"
33'-6"
2"
19'-0" 22'-6" 16'-0"
2"
10'-6"
2"
7'-4" 24'-6"
2"13'-6" 14'-2"
2"
13'-6" 14'-2"
2"
14'-2" 13'-6"
6'-6"61'-0"31'-10"
15'-4"6'-2" 5'-6"12'-0"5'-6"10'-10"5'-8"
6'-0" 10'-10"
29'-2"6'-0"
36 sq ft
937 sq ft
937 sq ft
2,233 sq ft2,233 sq ft
1,247 sq ft
(750 max net)
1,532 sq ft
23 sq ft
944 sq ft
66 sq ft
876 sq ft 876 sq ft
1,791 sq ft

PROPOSED

DEDICATION / NEW

PROPERTY LINE

HORIZONTAL
EXIT

BMP PER
CIVIL
ROOF

PLANTER
UP UP
A
A
B
B
C
C
D
D
E
E
F
F
G
G
I
I
H
H
J
J
1 1
2 2
3 3
5 5
6 6
7 7
8 8
4 4
N

AMENITY
DECK
STAIR 3
STAIR 2
STAIR 1
UNIT C2 UNIT C2
OPEN
OPEN UNIT B1
UNIT A1
UNIT A2
UNIT B1a
UNIT B1b
UNIT A1
UNIT A2 UNIT A2
STO.

STO.

MAINT.

IDF
UNIT A1.1

TC ROOM
E1 E2UNIT C1
UNIT B2.1
SCALE: 1/8" = 1'-0"1 5TH FLOOR PLAN
DEV2024-0004 Mixed Use at 840 Carlsbad Village Dr LMA Appendix

Page 22 of 35 ends

July 28, 2026
Item #7 Page 201 of 498
Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 Appendix C

Count Data and LOS Worksheets

DEV2024-0004 Mixed Use at 840 Carlsbad Village Dr LMA Appendix

Page 23 of 35 ends

July 28, 2026
Item #7 Page 202 of 498
Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 Prepared by National Data & Surveying Services
ID: 22-040211-001 Day:

City: Carlsbad Date:

AM 52 0 9 10 AM
NOON 0000 NOON
PM 16 46 114 0 PM

AM NOON PM PM NOON AM
0100 0 109 0 70
2 551 0 485
103 01 9 807 8
80 1 5 1 TEV 1325 0 1945 0 2 202 0
364 0 712 2 PHF 0.88 0.91
2 502 6 0 0010

AM NOON PM PM NOON AM
PM 0 36 94 103 PM
NOON 0000 NOON
AM 0 2 26 47 2 AM
Pedestrians (Crosswalks)
Totals (PM) Total Bikes (PM)
0 123

NORTHBOUND
Harding St
Totals (NOON) Total Bikes (NOON)
NONE
951 0 547
Totals (AM) 170 Total Bikes (AM)
Carlsbad Village Dr

EASTBOUND

WESTBOUND
Carlsbad Village Dr
513 0 606

CONTROL
Signalized
0 NONE
04:00 PM - 05:00 PM 218
Harding St & Carlsbad Village Dr
Peak Hour Turning Movement Count
Harding St Tuesday
SOUTHBOUND 11/29/2022
4:00 PM - 06:00 PM

PEAK HOURS
08:00 AM - 09:00 AM 142 7:00 AM - 09:00 AM

COUNT PERIODS

NOONAM PM
PM
AM
AM
NOON
PM
PM
NOON
AM
AM
NOON
PM
NOON
NOON
PM
AM
NOON
AM
PM
NOON
AM
PM
NOON
PM
AM
5 0
0 2
0 3
13 0
7 8
0 6 12
0 2
8 0
5 8
0 5
6 0
4 0
4 21
4 0
0 2
2 1
0 2
0 0
00 0
0 0
0 0
0 0
0 3
2 10
1 0
0 1
0 0
0 0
109
551
9826
712
15 16
46 114
103
94 36
0 0
00 0
0 0
0 0
0 0
0 70
485
7825
364
8 5
20 91
72 64
22 DEV2024-0004 Mixed Use at 840 Carlsbad Village Dr LMA Appendix

Page 24 of 35 ends

July 28, 2026
Item #7 Page 203 of 498
Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 AM Existing + Project
1: Harding St & Carlsbad Village Dr HCM 6th Signalized Intersection Summary LOS Engineering, Inc.

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 9 364 25 98 492 70 22 64 74 107 20 5 Future Volume (veh/h) 9 364 25 98 492 70 22 64 74 107 20 5 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.93 1.00 0.95 0.98 0.96 0.99 0.96 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 10 414 28 111 559 80 25 73 84 122 23 6 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 222222222222
Cap, veh/h 42 925 62 250 1214 173 112 218 213 437 75 16 Arrive On Green 0.02 0.28 0.28 0.14 0.39 0.39 0.28 0.28 0.28 0.28 0.28 0.28 Sat Flow, veh/h 1781 3361 226 1781 3097 441 111 779 763 1106 268 57 Grp Volume(v), veh/h 10 218 224 111 320 319 182 0 0 151 0 0 Grp Sat Flow(s),veh/h/ln 1781 1777 1810 1781 1777 1761 1653 0 0 1431 0 0 Q Serve(g_s), s 0.3 5.1 5.2 2.9 6.8 6.8 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.3 5.1 5.2 2.9 6.8 6.8 4.4 0.0 0.0 3.5 0.0 0.0 Prop In Lane 1.00 0.12 1.00 0.25 0.14 0.46 0.81 0.04
Lane Grp Cap(c), veh/h 42 489 498 250 697 691 542 0 0 528 0 0 V/C Ratio(X) 0.24 0.45 0.45 0.44 0.46 0.46 0.34 0.00 0.00 0.29 0.00 0.00 Avail Cap(c_a), veh/h 340 1035 1055 466 1161 1151 1096 0 0 971 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 24.4 15.2 15.2 20.0 11.4 11.5 14.8 0.0 0.0 14.4 0.0 0.0 Incr Delay (d2), s/veh 2.9 0.6 0.6 1.2 0.5 0.5 0.4 0.0 0.0 0.3 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 2.0 2.0 1.1 2.0 2.1 1.5 0.0 0.0 1.2 0.0 0.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 27.3 15.8 15.9 21.3 11.9 11.9 15.1 0.0 0.0 14.7 0.0 0.0 LnGrp LOS C B B C BBBAABAA
Approach Vol, veh/h 452 750 182 151
Approach Delay, s/veh 16.1 13.3 15.1 14.7
Approach LOS B B B B
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 11.8 19.4 19.6 5.9 25.3 19.6
Change Period (Y+Rc), s * 4.7 5.4 5.4 * 4.7 5.4 5.4
Max Green Setting (Gmax), s * 13 29.6 31.6 * 9.7 33.2 31.6 Max Q Clear Time (g_c+I1), s 4.9 7.2 5.5 2.3 8.8 6.4
Green Ext Time (p_c), s 0.1 2.8 0.9 0.0 3.6 1.1
Intersection Summary
HCM 6th Ctrl Delay 14.5
HCM 6th LOS B
DEV2024-0004 Mixed Use at 840 Carlsbad Village Dr LMA Appendix

Page 25 of 35 ends

July 28, 2026
Item #7 Page 204 of 498
Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 PM Existing + Project
1: Harding St & Carlsbad Village Dr HCM 6th Signalized Intersection Summary LOS Engineering, Inc.

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 18 712 26 120 573 109 36 94 104 125 46 16 Future Volume (veh/h) 18 712 26 120 573 109 36 94 104 125 46 16 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.95 1.00 0.96 0.99 0.97 0.99 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 20 782 29 132 630 120 40 103 114 137 51 18 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 222222222222
Cap, veh/h 77 1188 44 250 1294 246 113 188 181 302 103 28 Arrive On Green 0.04 0.34 0.34 0.14 0.44 0.44 0.24 0.24 0.24 0.24 0.24 0.24 Sat Flow, veh/h 1781 3487 129 1781 2957 562 162 777 748 803 423 117 Grp Volume(v), veh/h 20 398 413 132 378 372 257 0 0 206 0 0 Grp Sat Flow(s),veh/h/ln 1781 1777 1840 1781 1777 1742 1687 0 0 1344 0 0 Q Serve(g_s), s 0.6 10.7 10.7 3.9 8.5 8.5 0.0 0.0 0.0 0.2 0.0 0.0 Cycle Q Clear(g_c), s 0.6 10.7 10.7 3.9 8.5 8.5 7.3 0.0 0.0 7.5 0.0 0.0 Prop In Lane 1.00 0.07 1.00 0.32 0.16 0.44 0.67 0.09
Lane Grp Cap(c), veh/h 77 605 627 250 778 762 483 0 0 433 0 0 V/C Ratio(X) 0.26 0.66 0.66 0.53 0.49 0.49 0.53 0.00 0.00 0.48 0.00 0.00 Avail Cap(c_a), veh/h 309 971 1006 423 1086 1064 973 0 0 831 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 25.9 15.7 15.7 22.3 11.2 11.2 18.9 0.0 0.0 18.7 0.0 0.0 Incr Delay (d2), s/veh 1.8 1.2 1.2 1.7 0.5 0.5 0.9 0.0 0.0 0.8 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 4.1 4.3 1.5 2.6 2.5 2.8 0.0 0.0 2.2 0.0 0.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 27.7 16.9 16.9 24.1 11.7 11.7 19.8 0.0 0.0 19.6 0.0 0.0 LnGrp LOS C B B C BBBAABAA
Approach Vol, veh/h 831 882 257 206
Approach Delay, s/veh 17.2 13.6 19.8 19.6
Approach LOS B B B B
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 12.5 24.5 19.0 7.1 29.9 19.0
Change Period (Y+Rc), s * 4.7 5.4 5.4 * 4.7 5.4 5.4
Max Green Setting (Gmax), s * 13 30.6 30.6 * 9.7 34.2 30.6 Max Q Clear Time (g_c+I1), s 5.9 12.7 9.5 2.6 10.5 9.3
Green Ext Time (p_c), s 0.2 5.2 1.3 0.0 4.4 1.5
Intersection Summary
HCM 6th Ctrl Delay 16.2
HCM 6th LOS B
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Excerpt from the City of Carlsbad Mobility Element

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General Plan

3 Mobility
The Mobility Element seeks to enhance vehicle,
walking, bicycling, and public transportation
systems options within Carlsbad, and improve
mobility through increased connectivity and
intelligent transportation management.

Increasing transportation options and improving
connectivity within the city are core values
of the Carlsbad Community Vision and
also support other core values of the vision,
including sustainability, access to recreation
and active, healthy lifestyles, and neighborhood
revitalization.

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Mobility
3 3.4 Goals and Policies
Goals
3-G.1 Keep Carlsbad movin g with livable streets that provi de a safe, balanced, cost- effective, multi -modal trans portation syste m (vehicles, pedestrians, bikes , transit), accommodating the mobil ity needs of all commu nity membe rs, inclu ding child ren, the elder ly and the disabled.
3-G.2 Improve connectivity for resid ents, visitor s and busines ses. 3-G.3 Provide inviting stree tscapes that encou rage walking and promot e livable streets.
3-G.4 Manage parking to suppo rt all modes of trans portation and ensur e efficient use of land.
3-G.5 Implement transp ortation demand and traffi c signa l managem ent techniques to improv e mobil ity.
3-G.6 Protect and enhan ce the visua l, envir onmental and histo rical chara c- teristics of Carls bad throu gh sensi tive plann ing and desig n of scenic transportation corrid ors.
3-G.7 Provide for the safe and effici ent movem ent of goods throu ghout the city.

Implementing Policies
Street Typology and Multimodal Levels of Service
3 - P. 1 Implement a compr ehensive livable streets networ k. This networ k, as outlined in Tabl e 3-1 and show n on Figu re 3-1, iden tifies the tran s- portation modes that shall be accomm odated, based on street typology, to ensur e accessi bility of the city’ s street system to perso ns of all ages and abili ties.
3 - P. 2 Integrate livable streets in all capit al improv ement proje cts, where applicable, as well as new deve lopment proj ects.
3 - P.3 Apply and updat e the city’ s multi -modal level of servi ce (MMLOS) methodology and guidel ines that reflec t the core value s of the Carlsbad Community Vision relat ed to trans portation and con- nectivity. Utili ze the MMLOS methodology to evalu ate impact s of individual devel opment proje cts and amend ments to the Gener al Plan on the city’ s trans portation syste m.
3 - P. 4 Implement the city’ s MMLOS methodology and maint ain LOS D or better for each mode of trave l for which the MMLOS standard is applicable, as iden tified in Tabl e 3-1 and Figu re 3-1.

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3 General Plan
3 - P.5 Require developers to const ruct or pay their fair share towar d improvements for all trave l modes consi stent with this Mobil ity Element, the Growth Management Plan, and speci fic impact s assoc i- ated with their develop ment.
3 - P.6 Require future devel opment proje cts, which are deter mined durin g site-specific envir onmental revie w to have a signi ficant impact on freeway facilities (I-5 and SR-78 ), to implem ent a freew ay traffi c mitigation progr am appro ved by the city that will avoid , reduce or offset the incre ase in freew ay traffi c direct ly attri butable to the proposed proje ct. The mitiga tion progr am may inclu de, but is not limited to, payme nt of a fair share fee to Caltrans for necess ary improvements to affec ted freew ay facil ities or to NCTD or such other transit agency for improv ement of publi c transit on affec ted freeways, or such other activ ities as will avoid , reduce or offset the project’s significant impact s on freew ay facil ities. 3 - P.7 Encourage Caltrans to ident ify and const ruct necess ary improv e- ments to improv e servi ce level s on Inter state-5 and State Route 78. 3 - P. 8 Utilize transportation deman d manag ement strat egies, non-au to- motive enhancements (bicycle, pedestrian, transit, train, trails, and connectivity), and traffi c signa l manag ement techn iques as long-term trans portation solut ions and traffi c mitiga tion measu res to carry out the Carls bad Community Vision .
3 - P.9 Develop and maint ain a list of street facilities where speci fied modes of travel are exemp t from the LOS standard (LOS exempt street facilities), as appro ved by the City Council. For LOS exempt street facilities, the city will not implem ent improv ements to maint ain the LOS standard outli ned in Polic y 3-P.4 if such improv ements are beyond what is ident ified as appro priate at build out of the Gener al Plan. In the case of street facilities where the vehicle mode of trave l is exempt from the LOS standard, othe r non-vehicle capacity-build - ing improvements will be requir ed to improv e mobil ity throu gh implementation of trans portation deman d and trans portation system management measu res as outli ned in Polic y 3-P.1 1, to the extent feasible, and/o r to implem ent the livable streets goals and policies of this Mobil ity Eleme nt. Evalu ate the list of exemp t street facilities, as part of the Growth Manage ment monitori ng progr am, to determine if such exemp tions are still warra nted.

To exempt the vehicle mode of trave l from the LOS standard at a particular street intersection or segme nt, the inter section or street segment must be ident ified as built- out by the City Council becaus e:
a. acquiring the rights of way is not feasible; or
b. the proposed improvements would significantly impact the envi- ronment in an unacceptable way and mitigation would not contribute to the nine core values of the Carlsbad Community Vision; or
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City of Carlsbad
Mobility
3 c. the proposed improvements would result in unacceptable impacts to other community values or General Plan policies; or d. the proposed improvements would require more than three through travel lanes in each direction.
3 - P. 10 Allow the follow ing street facilities to be exemp t from the vehicle LOS standard ident ified in Polic y 3-P.4 , subje ct to the requir ements described in Poli cy 3-P. 9.
• La Costa Avenue between Interstate-5 and El Camino Real • El Camino Real between Palomar Airport Road and La Costa Avenue • Palomar Airport Road between Interstate-5 and College Boulevard • Palomar Airport Road between El Camino Real and Melrose Drive 3 - P. 11 Require new devel opment that adds vehicle traffic to street facili- ties that are exemp t from the vehicle LOS standard (cons istent with 3-P.9) to implem ent:
a. Transportation demand management strategies that reduce the reliance on single-occupant automobile and assist in achieving the city’s livable streets vision.
b. Transportation system management strategies that improve traffic signal coordination and improve transit service. 3 - P. 12 Update the Citywide Facilities and Impro vements Plan to ensur e consistency with the Gener al Plan. This inclu des updat ing the cir- culation LOS standards metho dologies to reflec t a more balan ced/ multi-modal approa ch.
3 - P. 13 Use public outre ach to educa te and encou rage alter native modes of travel and inform the commu nity about the benefi ts of parti cipation in new programs, appro aches and strat egies that suppo rt Mobil ity Element goals and policie s.
3 - P. 1 4 Require performance measu res tied to trans portation facil ities and services to compl y with the Climate Action Plan and other state reg- ulations and policie s.

Street Design and Connectivity
3 - P. 15 Evaluate metho ds and trans portation facil ity improv ements to promote biking, walking, safer street crossings, and attra ctive streetscapes. The City Council shall have the sole discre tion to approve any such road diet or vehicle traffic calmin g improv ements that would reduce vehicle capacity to or below a LOS D; this also applies to stree ts where the vehicle is not subje ct to the MMLOS standard as spec ified in Tabl e 3-1.
3 - P. 16 Design new stree ts, and explo re fundin g oppor tunities for exist ing streets, to minimize traffi c volum es and/o r speed , as appro priate, within residential neigh borhoods witho ut compr omising connec- tivity for emergency first respo nders, bicyc les, and pedes trians consistent with the city’ s Carls bad Active Trans portation Strat- egies. This shoul d be accomp lished throu gh manag ement and DEV2024-0004 Mixed Use at 840 Carlsbad Village Dr LMA Appendix

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Mobility
3 General Plan
implementation of livable streets strat egies and such progr ams like the Carlsbad Resid ential Traffi c Manag ement Plan.
3 - P. 17 Consider innovative desig n and progr am solut ions to improv e the mobility, efficiency, connectivity, and safet y of the trans portation system. Innovative desig n solut ions inclu de, but are not limited to, traffic calming device s, round abouts, traffi c circl es, curb exten sions, separated bicycle infrastructure, pedestrian scram ble inter sections, high visibility pedestrian treat ments and infra structure, and traffi c signal coordination. Innov ative progr am solut ions inclu de, but are not limited to, webpa ges with trave l deman d and traffi c signa l management infor mation, car and bike share progr ams, activ e transportation campa igns, and inter generational progr ams aroun d schools to enhan ce safe route s to schools. Other innov ative solut ions include bicycle friendly business distri cts, elect ric and solar power energy transportation syste ms, intel ligent trans portation syste ms, semi- or full autono mous vehicles, trams, and shutt les. 3-P .18 Encourage and seek partn erships to foster innov ations in emergi ng technology for trans portation mobil ity to suppo rt the city’ s workforce, resid ents, and touri sts. Integ ration betwe en commu ni- cation technology, energy, and trans portation mobil ity shoul d be encouraged.
3 - P. 19 Encourage Caltrans, SANDAG, NCTD, and adjacen t citie s to improv e regional connectivity and servi ce consi stent with regiona l plann ing efforts. This inclu des expan sion of Inter state-5 with two HOV lanes in each direction, auxili ary lanes , and assoc iated enhan cements, a Bus Rapid Trans it (BRT) route along Palomar Airport Road, shutt le bus services from COASTER statio ns, and other enhan cements to improve services in the area.
3 - P. 20 Engage Caltrans, the Publi c Utili ties Commis sion, transit agencies, the Coastal Commis sion, and railroad agency(s) regar ding oppor tu- nities for improv ed conne ctions withi n the city, inclu ding:
• Improved connections across the railroad tracks at Chestnut Avenue and other locations
• A grade separated rail corridor that includes grade separated street crossings at Grand Avenue, Carlsbad Village Drive, Tamarack Avenue and Cannon Road, as well as new pedestrian and bicycle crossings • Completion and enhancements to the Coastal Rail Trail and/or equivalent trail along the coastline
• Improved connectivity along Carlsbad Boulevard for pedestrians and bicyclists, such as a trail
• Improved access to the beach and coastal recreational opportunities • Improved crossings for pedestrians across and along Carlsbad Boulevard
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City of Carlsbad
Mobility
3 3 - P. 2 1 Implement conne ctions and improv ements ident ified in this Mobility Element, inclu ding those ident ified in polic y 3-P.1 9, as well as:
• Extension of College Boulevard from Cannon Road to El Camino Real
• Completion of the Poinsettia Lane connection near El Camino Real (Reach E)
• Extension of Camino Junipero to the eastern city boundary • A bicycle/pedestrian trail/pathway connecting the eastern terminus of Marron Road to the east
• A bicycle/pedestrian trail/pathway connecting the eastern terminus of Cannon Road to the east, and coordination with adjacent agencies to appropriately link to their facilities
3 - P. 22 Support pedestrian and bicycle facilities at all Inter state-5 and State Route 78 interch anges.
3 - P. 2 3 Maintain the city’ s scenic trans portation corri dors as ident ified in the Carlsbad Scenic Corri dor Guidel ines.

Pedestrian and Bicycle Movement
3 - P. 2 4 Update the pedestrian, trails and bicycle master plans , as necess ary, to reflect changes in need s, oppo r tunities and prio rities. 3 - P. 25 Implement the proje cts recom mended in the pedestrian, trails and bicycle master plans throu gh the city’ s capit al improv ement program, priva te devel opment condit ions and other appro priate mechanisms.
3-P .26 Identify and implem ent necess ary pedestrian improv ements on streets where pedes trians are to be accomm odated per Table 3-1, with special empha sis on provi ding safer access to schools, parks, community and recreation center s, shopp ing distri cts, and other appropriate facil ities.
3 - P. 2 7 Implement the Safe Routes to Schoo l and Safe Route s to Trans it programs that focus on pedestrian and bicycle safety improv ements near local schools and transit stations. Priori tize schools with access from arterial stree ts for receiv ing Safe Routes to Scho ol proj ects. 3 - P. 2 8 Improve and enhan ce parking, connectivity, access, and utili zation for pedestrians and bicyc les to COASTER statio ns, utili ty corri dors, and open spaces consi stent with city plann ing docume nts. 3 - P. 29 Evaluate incorp orating pedestrian and bicycle infrastructure withi n the city as part of any plann ing or engine ering study , priva te devel- opment, or capit al proje ct.
3 - P.30 Complete the Carls bad Active Trans portation Strat egies to assis t in identifying livable street implementation param eters withi n the city.

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Mobility
3 General Plan
3 - P.3 1 Engage the commu nity in the polic y setti ng and plann ing of street, bicycle, pedestrian, transit, and connectivity studie s, plans and programs.
3 - P.32 Require developers to improv e pedestrian and bicycle connectiv- ity consistent with the city’ s bicycle and pedestrian maste r plans and trails master plann ing effort s. In additio n, new resid ential devel op- ments should demon strate that a safe route to schoo l and transit is provided to nearb y schools and transit stations withi n a half mile walking distance.
3 - P.3 3 Work with exist ing neigh borhoods and busin esses to improv e pedestrian and bicycle connectivity and safet y consi stent with the city’s pedestrian and bicycle master plans and trails master plannin g efforts.
3 - P.3 4 Actively pursue grant progr ams such as SANDAG’s Active Trans- portation Grant Progr am and Smart Growt h Incent ive Progr am to improve non-au tomotive connectivity throughou t the city.

The emphasis of grant -funded proje cts shall be on implem enta- tion, which inclu des plann ing docume nts that guide and priori tize implementation, progr ams that encou rage the use of activ e trans- portation modes, education for the use of activ e trans portation modes, or physi cal improv ements thems elves.

Transit
3 - P.35 Partner with other agenc ies and/o r devel opers to improv e transit connectivity withi n Carls bad. As part of a compr ehensive trans por- tation demand managem ent (TDM) strategy and/o r with transit oriented development (TOD) , a shutt le syste m could be estab lished that connects desti nations and emplo yment center s like LEGOLAND, hotels, the Village, McClellan-Palomar Airport, business parks, the COASTER and Breez e transit stations, publi c activ ity center s (such as senior center s, city hall, libraries, etc.) and key desti nations along the coast. The syste m could incor porate shutt le servi ce in adjacen t cities to maximize connectivity.
3 - P.3 6 Encourage NCTD, SANDAG and other transit providers to provi de accessibility for all modes of trave l to the McCle llan-Palomar Airport area.
3 - P.3 7 Coordinate with NCTD to improv e the quali ty of bus stop facil ities in the city.

Parking and Demand Management
3 - P.38 Develop flexible on-si te vehicle parking requirements. Such requirements will inclu de implem entation of innov ative parking techniques, implem enting effec tive TDM programs to reduce parking demand, and consi deration of other means to effici ently manage parking supply and demand.

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Mobility
3 3 - P.39 Require new emplo yment devel opment to provi de secure bicycle parking on-site. Major emplo yers shoul d provi de showe r and changing rooms for emplo yees as appro priate.
3 - P. 40 Assist Village businesses to manag e parking in the Village area to maximize parking efficiency. Any poten tial parking-related revenues gener ated in this area shoul d be reinv ested into the Village area for implem enting livable streets and other parking, pedestrian, and bicycle enhancements, inclu ding way-fi nding signage and main- tenance of assoc iated infra structure.
3 - P. 41 Consider supporting new devel opment and existi ng busines ses with various incentives (such as parking standards modific ations) for implementing TDM programs that minimize the relia nce on singl e- occupant automo tive trave l durin g peak commu te hours .

Rail and Truck Movement
3 - P. 42 Identif y and upda te truc k rout es with in the city that prov ide suf- ficient turning radii and other desig n attri butes to suppo rt large vehicles on thos e faci lities.
3 - P. 43 Coordinate with other agenc ies and priva te entit ies to inves ti- gate methods of improv ing servi ce, implem enting a quiet zone, and enhancing connectivity and safet y along the rail corri dor; such as through devel opment of a grade separ ated rail corri dor that includes grade separ ated street crossings at Grand Avenu e, Carls bad Village Drive, Tamar ack Avenu e and Cannon Road, as well as new pedestrian and bicycle crossings at Chest nut Avenu e, Chinq uapin Avenue and the Village and Poins ettia COASTER statio ns, and other locations.

Air Movement
3 - P. 4 4 Work with the Count y of San Diego and other agenc ies to ensur e continued safe and effici ent opera tion of the McCle llan-Palomar Airport, consistent with the Carls bad Community Vision and existi ng city policy.

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Noise Study
Attachment C
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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 840 CARLSBAD VILLAGE DRIVE

MIXED-USE PROJECT

NOISE STUDY
Prepared for:

Rincon Homes
5315 Avenida Encinas, Suite 200
Carlsbad, CA 92008
Prepared by:

May 2025
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Noise Study
ES-1
EXECUTIVE SUMMARY
The 840 Carlsbad Village Drive Project site is located at 840 Ca rlsbad Village Drive on the north side of Carlsbad Village Drive mid ‐block between Harding and Jefferson Street. The project would replace an existing single‐story commercial building formerly occupied by Union Bank.

The proposed project would demolish the building and adjacent parking lot to the north and replace
it with a new five‐story mixed‐use building containing 50 apartment units, 50 parking spaces and 3,824 square feet of ground floor retail. Construction is anticipated to begin in mid‐ 2025 and be completed in early 2026.

Temporary Constructio
n Noise
The main sources of noise during construction activities would include heavy machinery used during demolition, grading, and clearing the site, as we ll as equipment used during building construction and paving. Construction noise levels west of the site across Jefferson Street could be as high as 78 dBA. However, temporary construction noise is not restricted if it occurs between the hours specified in the noise ordinance.

Operational Noise
Traffic. The daytime hourly average (Leq) exceeds the 60‐dBA standard along Carlsbad Village Drive. The project would have no effect on traffic noise levels. Thus, long term traffic operation associated with the project would have no adverse effect on noise levels at sensitive properties within proximity to the site. Project impacts related to exterior traffic noise would be less than significant.

Traffic noise from Carlsbad Village Drive would exceed the 60 dBA standard on the south facing balconies; thus, a standard stem wall with a stucco, faux wood or similar finish with a single‐layer of glass above is specified for the south facing units. The walls would be approximately four feet in height and will provide 5‐10 dBA of attenuation. The attenuation will reduce exterior balc
ony noise to less than 60 dBA for south facing units. Exterior noise levels would be less than 60 dBA at units facing north, west and east. With the proposed balcony barrie
rs, the outdoor open space would meet the 60 dBA standard at all units.

Exterior Railroad Noise. The AT&SF corridor is located approximately 1,250 feet west of the site and is used by Amtrak and the North County Transit District Coaster to provide passenger rail service. It is also used by freight trains during the late evening and nighttime hours. The exterior Community Noise Equivalent Level (CNEL) at the project site is approximately 53.8 dBA when both passenger and freight rail operations are combined. The estimated CNEL is less than measured background noise. Rail operation would not exceed the recommended CNEL (60‐dBA) for residential uses.

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Noise Study
ES-2
Heating, Ventilation and Air
Conditioning. The HVAC system proposed for use on the site has not been specified and noise levels vary depending on the size of the system. However, it is assumed that HVAC units would be contained in each unit and would not be audible outside the unit. Common spac e HVAC units would either be located within interior mechanical rooms or on the rooftop. Conservatively, HVAC noise levels at the western project site property line would be approximately 57.2 dBA which is less than the 60 dBA residential standard. A building parapet would provide an additional 5 dBA of attenuation which would further reduce HVA
C noise to 52.2 dBA. Noise levels at properties to the west would be less because the attenuation distance across Jefferson Street.

Temporary Construction‐Related Vibration. The closest residence to the site is located approximately 50 feet west of the site across Jefferson Street. Vibration levels from operation of a large bulldozer would be approximately 81 VdB (0.089 inches/second) or less at 50 feet (Caltrans 2013). Grading within 50 feet of the nearest residential structures would be required.

As discussed, a PPV of 0.2 inches/second (100 VdB) is the vibration energy required to damage fragile historic buil dings. While vibration from grading may be perceived at neighboring residences, the vibration energy would be well below that required to cause structural damage.

Temporary impact would be less than significant.

Operational Vibration. The proposed project is a multistory mixed‐use residential and commercial building. These uses do not generate vibration; thus, no vibration impacts are anticipated to occur with operation of the project. Operational vibr ation would be less than
significant.

Airport Operations. McClellen‐Palomar Airport is the nearest airport and is located approximately 4.4 miles southeast of the project site. Based on the noise contour maps provided in the McClellen‐Palomar Airport Land Use Compatibility Plan, Exhibit III ‐1, the project site is located outside the 60 dB CNEL contour and is not affected by airport noise. For this reason, the project site is not located in an area affected by aircraft noise; and thus, compatibility with an adopted Airp
ort Land Use Compatibility Plan is not required.

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City of Carlsbad
Table of Contents
Page
Project Description
........................................................................................................... .......................... 2 Setting .......................................................................................................................................................... 2 Overview of Sound Measurement ................................................................................................. 2 Sensitive Receptors ........................................................................................................... ............... 6 Project Site Setting ............................................................................................................................ 7 Regulatory Setting ............................................................................................................................ 8 Impact Analysis ........................................................................................................................................ 10 Methodology and Significance Thresholds ................................................................................ 10 Temporary Construction Noise .................................................................................................... 11 Temporary Construction-Related Vibration .............................................................................. 13 Long-Term Operational Noise Exposure .................................................................................... 13 References .................................................................................................................... ............................. 20 List of Figures
Figure 1 - Project Location ........................................................................................................................ 3 Figure 2 – Proposed Site Plan ................................................................................................................... 4 Figure 3 – Noise Monitoring Locations ................................................................................................... 9 Figure 4 – Sensitive Properties ............................................................................................................... 15 List of Tables
Table 1 – Sound Levels of Typical Noise Sources and Noise Environments ..................................... 6 Table 2 – Noise Monitoring Results............................................................................................. ............ 8 Table 3 – Typical Construction Equipment Noise Levels .................................................................. 11 Table 4 – Typical Maximum Construction Noise Levels at Various Distances from Project Construction ................................................................................................................ 12 Table 5 – Vibration Source Levels for Construction Equipment ....................................................... 13 Table 6 – Modeled Noise Levels ............................................................................................................ 14 Appendices
Appendix A Noise Monitoring Data
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840 CARLSBAD VILLLAGE DRIVE MIXED-USE PROJECT

CARLSBAD, CALIFORNIA

NOISE STUDY
This report is an analysis of the potential noise impacts associated with the construction and operation of a new mixed‐use project at 840 Carlsbad Village Drive in the City of Carlsbad.

The
report has been prepared by Birdseye Planning Group, LLC, under contract to the applicant to support the environmental review process and address comments provided by the City of Carlsbad after review of the project entitlement submittal. This study analyzes the potential for temporary impacts associated with construction activity and long‐term impacts associated with operation of the proposed project.

PROJECT DESCRIPTION
The project site is located at 84 0 Carlsbad Village Drive on the north side of Carlsbad Village Drive mid‐block between Harding and Jefferson Street. It would replace an existing single‐story commercial building formerly occupied by Union Bank. The proposed project would demolish the building and adjacent parking lot to the north and replace it with a new five‐story mixed‐use building containing 50 apartment units and 3,824 square feet of ground floor retail. The retail space,
50 parking spaces, lobby bicycle parking mail room and mechanical rooms/pump room would
be located on the ground floor podium. Primary vehicle access would be through a gated entrance/exit located on the east side of the building. Pedestrian access would be from Jefferson Street.

One, 1,165 square foot retail space would front Carlsbad Village Drive. Two additional retail
spaces, one 1,122 square feet and the other 1,537 square feet, would front Jefferson Street. A total
of 12 units, a club room, outdoor courtyard and related amenities would be located on the second
floor. The remaining 38 units would be located on the third through fifth floor. The site is zoned
Village‐Barrio (VB) and designated Village in the Carlsbad General Plan.

Construction
would require the demolition and removal of an existing single‐story commercial building and adjacent parking lot. Construction is anticipated to begin in mid‐2025 and be completed
in mid 2026. Figure 1 provides a vicinity map; Figure 2 shows a project site plan. The following scope of work is intended to demonstrate that the project meets the conditions for a Class 32 categorical exemption for noise.

SETTING
Overview of Sound Measurement
Noise
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to be consistent with that of human hearing response, which is most sensitive to frequencies around 4,000 Hertz (about the highest note on a piano) and less sensitive to low frequencies (below 100 Hertz).

Sound pressure level is measured on a logarithmic scale with the 0 dB level based on the lowest detectable sound pressure level that people can perceive (an audible sound that is no t zero
sound pressure level). Based on the logarithmic scale, a doubling of sound energy is equivalent to an increase of 3 dBA, and a sound that is 10 dBA less than the ambient sound level has no effect on ambient noise. Because
of the nature of the human ear, a sound must be about 10 dBA greater than the reference sound to be judged as twice as loud. In general, a 3 dBA change in community noise levels is noticeable, while 1‐2 dB changes generally are not perceived. Quiet suburban
areas typically have noise levels in the range of 40‐50 dBA, while arterial streets are in the 50‐60+ dBA range. Normal conversational levels are in the 60‐65 dBA range, and ambient noise levels greater than 65 dBA can interrupt conversations. Noise levels typically attenuate (or drop off) at a rate of 6 dBA per doubling of
distance from point sources (i.e., industrial
machinery). Noise from lightly traveled roads typically attenuates at a rate of about 4.5 dBA per doubling of distance. Noise from heavily traveled roads typically attenuates at about 3 dBA per doubling of distance. Noise levels may also be reduced by inte rvening structures; generally, a
single row of buildings between the receptor and the noise source reduces the noise level by about 5 dBA, while a solid wall or berm reduces noise levels by 5 to 10 dBA. The manner in which older homes in California were constructed (approximately 30 years old or older)
generally provides a reduction of exterior‐to‐interior noise levels of about 20 to 25 dBA with closed windows. The exterior‐to‐interior reduction of newer residential units and office buildings is generally 30 dBA or more.

In addition to the actual instantaneo
us measurement of sound levels, the duration of sound is important since sounds that occur over a long period of time are more likely to be an annoyance or cause direct physical damage or environmental stress. One of the most frequently used noise metrics that considers both duration and sound pow er level is the equivalent noise level (Leq).

The Leq is defined as the single steady A‐weighted level that is equivalent to the same amount of energy as that contained in the actual fluctuating levels over a period of time (essentially, the average noise level). Typically, Leq is summed over a one ‐hour period. Lmax is the highest RMS (root mean squared) sound pressure level within the measuring period, and Lmin is the lowest RMS sound pressure level within the measuring period.

The time period in which noise occurs is also important since noise that occurs at night tends to be more disturbing than
that which occurs during the day. Community noise is usually measured using Day‐Night Average Level (Ldn), which is the 24‐hour average noise level with a 10‐dBA penalty for noise occurring during nighttime (10 p.m. to 7 a.m.) hours, or Community Noise Equivalent Level (CNEL), which is the 24‐hour average noise level with a 5 dBA penalty

for noise occurring from 7 p.m. to 10 p.m. and a 10 dBA penalty for noise occurring from 10 p.m. to 7 a.m. Noise levels described by Ldn and CNEL usually do not differ by more than 1 dB. Table 1 show
s sound levels of typical noise sources measured using Leq.

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Sensitive Receptors
Noise exposu
re goals for various types of land uses reflect the varying noise sensitivities associated with each of these uses. The City of Carlsbad General Plan Noise Element Update (approved September 2015) includes a variety of land use and development types that are noise sensitive including residences, schools, churches, hospitals and convalescent care facilities.

Sensitive receptors are located adjacent to an
d surrounding the project site. The closest is a
four‐story multifamily building located adjacent to and west of the site at 2530 Jefferson Street adjacent to and south of the site. Single‐ and multifamily residences are the dominant land use in the area.

Table 1. Sound Levels of Typical Noise Sources and Noise Environments Noise Source
(at Given
Distance)
Noise Environment
A-Weighted
Sound Level
(Decibels)
Human Judgment of
Noise Loudness
(Relative to Reference
Loudness of 70
Decibels*)
Military Jet Takeoff
with Afterburner
(50 ft)
Carrier Flight Deck 140 128 times as loud
Civil Defense Siren (100 ft) 130 64 times as loud
Commercial Jet Take-off (200
ft) 120
32 times as loud
Threshold of Pain
Pile Driver (50 ft)
Rock Music Concert Inside
Subway
Station (New York) 110 16 times as loud
Ambulance Siren (100 ft)
Newspaper Press (5 ft)
Gas Lawn Mower (3 ft)
100 8 times as loud
Very Loud
Food Blender (3 ft)
Propeller Plane Flyover (1,000
ft) Diesel Truck (150 ft)
Boiler Room
Printing Press
Plant
90 4 times as loud
Garbage Disposal (3 ft) Noisy Urban Daytime 80 2 times as loud Passenger Car, 65 mph (25 ft)
Living Room Stereo (15 ft)
Vacuum
Cleaner (10 ft)
Commercial Areas 70 Reference Loudness
Moderately Loud
Normal Speech (5 ft)
Air Conditioning Unit
(100 ft)
Data Processing Center
Department Store 60 1/2 as loud
Light Traffic (100 ft)
Large Business Office
Quiet Urban Da
ytime 50 1/4 as loud
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Bird Calls (distant) Quiet Urban Nighttime 40
1/8 as loud
Quiet
Soft Whisper (5 ft)
Library and Bedroom at
Night Quiet Rural Nighttime 30 1/16 as loud
Broadcast and Recording
Studio 20
1/32 as loud
Just Audible
0 1/64 as loud
Threshold of Hearing
Source: Compiled by dBF Associates, Inc., 2016
Project Site Setting
The most common and primary sources of noise in the project site vicinity are motor vehicles (e.g., automobiles, buses, trucks, and motorcycles) along Jefferson Street and Buena Vista Way.

Motor vehicle noise can be a concern when it is characterized by a high number of individual events that can create a sustained noise level in proximity to noise sensitive uses. Interstate 5 is located approximately 850 feet to the east. It is audible as background noise but contributes negligibly to overall noise levels at the project site.

The Atichson, Topeka and Santa Fe Railroad (AT&SF) rail corridor is located approximately 0.6 miles west of the site. This segment of the Los Angeles – San Diego – San Luis Obispo (LOSSAN) co
rridor is the second busiest passenger and freight rail corridor in the United States.

According to the rail timetables, up to 50 trains (40 passenger and 10 freight trains) use the corridor segment daily between Oceanside an d the Santa Fe Depot in downtown San Diego.

Existing wheel‐rail noise and engine noise is not audible at the project site. The warning horns/bells that are used when trains are approaching or departing the Carlsbad Village Drive station are audible as background noise but overall, rail operations contribute negligibly to the ambient noise environment in the study area. McClellan‐Palomar Airport is located approximately 4.4 miles southeast of the site. The site is outside the airport influence area; however, aircraft operations (airplanes and helicopters) are audible and contribute to existing noise levels in the project area. No oth er noise sources are near the project site.

The City of Carlsbad General Plan Update Noise Element (20 15) provides noise contours associated with transportation corridors (i.e., roadways, railroad and airport). This provides a graphic illustration of sound levels near road corridors, but typically does not include effects of landforms and adjacent structures. Generally, barriers between a source and receiver absorb or reflect noise resulting in a quieter environment. Where barriers or landforms do not interrupt the
noise transmission path from source to receiver, the contours prove to be reasonable estimates of typical noise levels from roadway traffic. In areas where barriers or landforms interrupt the sound transmission, the noise contours overesti mate the extent to which a source intrudes into neighboring areas. The noise contour distances describe worst‐case conditions because they do not account for any obstructions to the noise path, such as walls, berms, or buildings. As noted, railroad noise is audible when train pass‐by events occur. The contours July 28, 2026
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provided in the General Plan Update Noise Element provide a reasonable prediction of rail noise levels at the site. Under existing conditions as shown in Noise Element Figure 5‐2, the project site is outside the 60‐65 dBA CNEL contour intervals for both the railroad track and I‐5.

As shown in Noise Element Figure 5‐3, the project site would be within the 60‐65 dBA future contour at b
uild out which is anticipated to occur in 2040. The dominant noise source at the project site is traffic on Carlsbad Village Drive.

To gather data on the general noise environment at the project site, two one weekday 15‐minute noise measurements were acquired in proximity to the project site on August 2, 2024, using an ANSI Type II integrating sound level meter. The predominant noise source in the area during monitoring was traffic on Carlsbad Village Drive. Traffic on Jefferson Street is a secondary source. Ai
rcraft overflights and train pass by events contributed negligibly to ambient conditions. During monitoring, a total of 62 cars/light trucks, zero medium trucks (i.e., two axles, four‐wheels) and zero heavy trucks (i.e., greater than two axles four wheels) passed the site on Jefferson Street. A total of 169 cars/light trucks, 10 medium trucks (i.e., two axles, four‐ wheels) and one heavy truck (i.e., greater than two axles four wheels) passed the site on Carlsbad Village Drive. Table 2 identifies the noise measurement location and measured noise levels. The monitoring location is shown in Figure 3. Monitoring data is provided as Appendix A.

Table 2

Noise Monitoring Results
Measurement Location Primary Noise
Source Sample Time Leq (dBA)
West side of project site along Jefferson Street
frontage Traffic Weekday morning 55.3
South side of site along Carlsbad Village Drive Traffic Weekday morning 64.1 Source: Field visit using ANSI Type II Integrating sound level meter.

Regulatory Setting
In 1976, the
California Department of Health, State Office of Noise Control published a recommended noise/land use compatibility matrix which many jurisdictions have adopted as a standard in their general plan noise elements. This matrix indicates that residential land uses and other noise sensitive receptors preferentially should be located in areas where outdoor ambient noise levels do not exceed 65 to 70 dBA (CNEL or Ldn).

Municipal Code and Noise Guideline Manual
The City of Carlsbad has established noise
guidelines in Table 2 of General Plan Noise Element
(City of Carlsbad, 2015) that are applicable for transportation noise sources. The noise guidelines identify compatible exterior noise
levels for various land use types. Residential land
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M1
M2
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uses are considered normally acceptable up to 60 dB CNEL. Commercial land uses are considered normally acceptable up to 65 dB CNEL and conditionally acceptable up to 75 dB.

Interior spaces within commercial buildings are limited to 50 dBA CNEL.

The City of Carlsbad Municipal Code regulates construction noise by limiting the hours of operation (City of Carlsbad 2003). Co
nstruction activities are allowed to occur Monday through Friday between the hours of 7 a.m. to sunset; and on Saturdays from 8 a.m. to sunset, excluding legal holidays. The City does not have quantitative noise level limits (i.e., based on sound levels) for general nuisance noise such as that associated with stationary equipment located on private property.

For the purpose of this study, the residential standard of 60 dB CNEL is used to evaluate potential exterior noise impacts associated with the proposed project traffic at neighboring receivers. An interior noise standard of 45 dBA CNEL is used herein as ref erenced in the City of Carlsbad Noise Guidelines Manual (1995).

Vibration Standards
Vibration is a unique form of noise as the energy is transmitted through buildings, structures and the ground whereas audible noise energy is transmitted through the air. Thus, vibration is generally felt rather than heard. The ground motion caused by vibration is measured as peak particle velocity (PPV) in inches per second and is referenced as vibration decibels (VdB) for the purpose of evaluating the potential for adverse construction‐related impacts. The vibration velocity level threshold of perception for humans is a PPV of approximately 0.01 inches/second which equates to 65 VdB. A vibration velocity of 75 VdB is the approximate dividing line between barely perceptible and distinctly percep
tible levels.

With respect to potential ground‐borne vibration impacts on structures, the FTA states that ground‐borne vibration levels in excess of PPV 0.2 inches/second (100 VdB) could damage fragile buildings and levels in excess of PPV 0.12 inches/second (95 VdB) could damage extremely fragile historic
buildings. No historic buildings occur on the site or are known to occur near the site. Adjacent buildings are all relatively modern structure constructed consistent with applicable California Building Code and seismic standards. However, to conservatively estimate potential vibration impacts on neighboring residences, a PPV of 0.2 inches per second (100
VdB) is used herein.

IMPACT ANALYSIS
Methodology and Significance Thresholds
Construction noise estimates are based upon noise levels reported by the Federal Transit
Administration, Office of Planning and Environment, and the distance to nearby sensitive receptors. Reference noise levels from that document were used to estimate noise levels at July 28, 2026
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nearby sensitive receptors based on a standard noise attenuation rate of 6 dB per doubling of distance (line‐of‐sight method of sound attenuation).

The site is currently developed with one commercial building (i.e., Union Bank) and adjacent parking to the north. Noise levels associated with existing and future traffic were based on the difference in trip volu
mes between existing volumes counted during monitoring and the proposed project. A doubling of traffic volumes would be required to cause a noticeable increase (3 dBA) in traffic noise. Thus, the two numbers were calculated to determine whether the project would generate enough traffic to increase noise levels by 3 dBA or more. The AT&SF rail line is located approximately 1,500 feet west of the site. Rail noise levels at the site were estimated based on methodologies approved by the Federal Rail Administration. Specific assumptions used in the analysis are described below.

As noted, a noise increase greater than 3 dBA is readily perceptible to the average huma n ear; and thus, is the level considered a substantial noise increase related to traffic operations.

However, within the City of Carlsbad, noise impacts are also considered significant if noise levels would exceed 60 dBA CNEL. For the purpose of this evaluation, the peak hour Leq is used for traffic noise
as it provides a more conservative estimate of potential noise levels. The CNEL is used within the rail noise discussion. Existing noise levels at the site currently exceed 60 dBA as shown in Table 2. Thus, the determination of impact is based on whether existing exterior noise levels would noticeably change with project operation. A noticeable change is +/‐ 3 dBA and requires that the sound energy either double or decrease by one‐half. Thus, for existing conditions at the site to noticeably increase, the project would need to double existing traffic volu
mes while maintaining the same travel speed.

Temporary Construction Noise
The main sources
of noise during construction activities would include heavy machinery used during demolition, grading, and clearing the site, as well as equipment used during building construction and paving. Table 3 shows typical noise levels associated with heavy construction equipment. As shown, average noise levels associated with the use of heavy equipment at construction sites can range from 81 to 91 dBA at 25 feet from the source, depending upon the types of equipment in operation at any given time and phase of construction.

Table 3
Typical Maximum Construction Equipment Noise Levels
Equipment Onsite
Typical Maximum
Level (dBA) 25
Feet from the
Source
Typical Maximum
Level (dBA) 50 Feet
from the Source
Typical Maximum
Level (dBA) 100
Feet from the
Source
Air Compressor 86 80 74
Backhoe 86 80 74
Bobcat Tractor 86 80 74
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Table 3
Typical Maximum Construction Equipment Noise Levels
Equipment Onsite
Typical Maximum
Level (dBA) 25
Feet from the
Source
Typical Maximum
Level (dBA) 50 Feet
from the Source
Typical Maximum
Level (dBA) 100
Feet from the
Source
Concrete Mixer 91 85 79
Loader 86 80 74
Bulldozer 91 85 79
Jack Hammer 94 88 82
Pavement Roller 91 85 79
Street Sweeper 88 82 76
Man Lift 81 75 69
Dump Truck 90 84 78
Mobile Crane 89 83 77
Excavator/Scraper 91 85 79
Source: FTA Noise and Vibration Impact Assessment Manual (September 2018), Table 7-1.

Noise levels are based on actual maximum measured noise levels at 50 feet (Lmax).

Noise levels are based on a noise attenuation rate of 6 dBA per doubling of distance.

As noted, there are residential properties adjacent
to and approximately 50 feet west of the site
across Jefferson Street and construction noise will be audible at these properties. Table 4 shows typical maximum construction noise levels at various distances from construction activity, based on a standard noise attenuation rate of 6 dBA per doubling of distance. The noise level used to esti
mate the maximum noise level that could occur is based on use of a bobcat tractor as it is likely to be the noisiest type of equipment used over a sustained period of time during demolition and site preparation activities. Actual noise levels will fluctuate throughout the day and may periodically exceed 78 dBA at the residential property line to the west depending on the type and location of equipment used and whether multiple pieces of equipment are operating simultaneously in the same area.

Table 4
Typical Maximum Construction Noise Levels
at Various Distances from Project
Construction
Distance from
Construction
Maximum Noise Level at
Receptor
(dBA)
25 feet 84
50 feet 78
100 feet 72
250 feet 66
500 feet 60
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1,000 feet 54
Construction noise levels at neighboring residences could be as high as 78 dBA at the closest residential properties. However
, temporary construction noise is not restricted if it occurs between the hours specified in the noise ordinance referenced herein. No construction noise impact would occur.

Temporary Construction‐Related Vibration
Activities associated with residential projects do not generate vibration. Thus, this disc ussion
will focus on temporary vibration caused by construction.  As referenced, the closest residence to the site is located across Jefferson Street and approximately 50 feet west of the site. The project area is dominated by commercial uses. Based on the information presented in Table 5, vib
ration levels from operation of a large bulldozer would be approximately 81 VdB (0.089 inches/second) or less at 50 feet (Caltrans 2013).  Grading within 50 feet of the nearest residential structures would be required. As discussed, a PPV of 0.2 inches/second (100 VdB) is the vib
ration energy required to damage fragile historic buildings.  While vibration from grading may be perceived at neighboring residences, the vibration energy would be well below that required to cause structural damage.

Vibration levels at residential buildings adjacent to the project site may exceed the groundborne velocity threshold level of 72 VdB for residences and/or build ings where people sleep as discussed above. Maximum vibration levels would range from 52 to 81 VdB depending on the type of equipment used. However, as long as construction occurs within the prescribed hours, any temporary impact would be less than significant.

Table 5
Vibration Source Levels for Construction Equipment
Equipment Approximate VdB
25 Feet 50 Feet 60 Feet 75 Feet 100 Feet
Large Bulldozer 87 81 79 77 75
Loaded Trucks 86 80 78 76 74
Jackhammer 79 73 71 69 67
Small Bulldozer 58 52 50 48 46
Source: Federal Railroad Administration, 1998
Long‐Term Operational Noise Exposure
Exterior Traffic Noise. Traffic is the
primary noise source that would be generated by the
proposed project. Thus, whether a traffic‐related noise impact would occur is based on whether July 28, 2026
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the project would double peak hour traffic volumes relative to existing conditions or cause noise levels to exceed 60 dBA. The peak hour is defined as the one‐hour period between 7:00 am and
9:00 am and 4:00 pm and 6:00 pm when the highest volumes occur. The proposed project would
provide 50 apartment units which generate 6 daily trips per unit. The 3,824 square feet of commercial space would generate 44 trips per 1,000 square feet. The project could generate up to 463
daily trips and total of 46 new peak hour trips.

Noise levels generated by traffic on Carlsbad Village Drive and Jefferson Street were modeled using the Federal Highway Administration Traffic Noise Model (TNM) version 2.5 softw are (see Appendix A). The model calculates traffic noise at receiver lo cations based on traffic volumes, travel speed, mix of vehicle types operating on the roadways (i.e., cars/trucks, medium trucks and he
avy trucks) and related factors. Traffic volumes and vehicle mix used to calibrate TNM were based on vehicle counts obtained during the monitoring period. The 15‐ minute counts were multiplied by four to obtain hourly traffic co unts. The model was calibrated to calculate noise levels that are +/‐ 2 dBA those measured on‐site and reported in Table 2.

Noise levels were calculated at the following receivers and are intended to represent conditions at multiple receivers within proximity to these locations:

1. Project southern façade at 840 Carlsbad Village Drive; and

2. Single‐family residences at 2975 Jefferson Street.

The receiver locations are shown in Figure 4. As shown in Table 6, the daytime hourly average (Leq) exceeds the 60‐dBA standard at Receiver 1 under baseline conditions. The addition of 463 daily trips (approximately 46 peak hour trips) with the project would add 0.2 dBA to the existing Leq at Receiver 1 and 0.1 dBA at Receiver 2. The project would have no effect on traffic noise levels. Thus, long term traffic operation associated with the project would have no adverse effect on noise levels at sensitive properties within proximity to the site. Project impacts related to exterior traffic noise would be less than significant.

Table 6
Modeled Noise Levels
Receptor Existing Leq Exceed
Standard?
With Project
Leq
dBA Change Significant
Impact
Site 1 63.7 Yes 63.9 +0.2 No
Site 2 56.6 No 56.7 +0.1 No
Exterior Outdoor Space. As stated
, existing ambient noise levels along Carlsbad Village Drive and Jefferson Street, including the project site, are dominated by traffic. Interstate 5 is audible as background noise but contributes negligibly to ambient conditions. The measured noise level fronting the project site along Carlsbad Village Drive is 64.1 dBA and 55.3 dBA along Jefferson Street as shown in Table 2. Exterior balcony noise levels along the southern and western face of the proposed building would be similar to existing conditions. Noise levels along the western, northern and eastern sides of the building are projected to be below 60 dBA. Noise levels along July 28, 2026
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the southern face would exceed 60 dBA. To reduce sound levels within the south‐facing outdoor open space balconies, each balcony/patio will have an approximately four‐foot tall wall/glass railing configuration that would serve as a barrier between the outdoor space and adjacent traffic. The wall finishes would be a combination of standard st em wall with a stucco, faux wood or similar finish material. Similarly, the roof‐top deck will be screened by the building parapet and finish material to achieve a height of approximately four feet from the deck floor. Noise reduction values vary depending on the materials used; however, a standard wall
partition barrier with a single‐layer of glass above as stated, will provide 5‐10 dBA of attenuation as sound waves will refract over the top of the barrier. This assumes there are no gaps at corners or tie‐in points at the building walls. The attenuation will reduce exterior balcony noise
to less than 60 dBA for south facing units. With the proposed balcony barriers for units facing Carlsbad Village Boulevard and the parapet with screening finishes, the outdoor open space, including the roof‐top deck, would meet the 60 dBA standard at all units.

Interior Traffic Noise. Current development is designed to meet or exceed California Energy Code Title 24 standards which specify construction methods and materials that result in energy efficient structures and up to a 30 dBA reduction in exterior noise levels (assuming windows are closed). Older residences typically provide a 20‐25 dBA reduction in exterior noise levels. When windows are open the insertion loss drops to about 10 dBA. Assuming windows are closed, interior noise levels within the residences west of the site would be between 26.7 to 31.7. This would meet the 45‐dBA interior residential standard. As stated, the project is anticipated to be within the 65 dBA future year (2040) noise
contour. Assuming a baseline noise level of 63.9
dBA, a 30 dBA reduction in noise levels associated with current construction methods and materials would result in an interior noise level of approximately 33.9 dBA within the proposed units facing Carlsbad Village Drive and east towa rds Interstate 5. This would be below the 45‐ dBA interior standard for residential buildings.

Train volumes vary throughout the day but are generally higher during the morning and evening commute hours and reflect the dominant use of this corrido r by commuter rail and passenger trains.

Train noise is generated by a combination of factors including the number of locomotives, rail cars, speed, volume distribution over the day and nighttime hours and whether train horns are used. The existing rail noise levels at the project site were calculated using a propriet ary software program based on Federal Rail Administration methodology. It was assumed the average speed through the area is 50 miles per hour and that each passenger train has one locomotive and 10 rail cars. For freight trains it was assumed they have two locomotives and 50 cars. Train warning horns were audi ble during monitoring as a distant source; thus, it was conservatively assumed that train operators do use the warning horn when passing by the site.

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Of the 50 train pass by events each day, five freight operations were assumed to occur during the nighttime (10:00 p.m. to 7:00 a.m.) hours. Based on these assumptions, the exterior CNEL at the project site (1,250 feet west of the rail corridor) is approximately 53.8 dBA when both passenger and freight rail operations are combined. The estimated CNEL is less than measured background noise and generally appears consistent with CNEL contours provided in the 2015 General Plan Update Noise Element for residential areas within the City of Carlsbad. Rail operation would not exceed the recommended CNEL (60‐dBA) for residential uses.

Interior Railroad Noise. The existing exterior CN
EL at the site exceeds the standard
recommended by the City of Carlsbad for residential uses. However, the project would have no impact on noise levels. Design features associated with the project would reduce interior noise levels to at least 45 dBA CNEL as specified in the City of Carlsbad Noise Guidelines Manual for sensitive land uses
(i.e., residences). As noted above, the proposed project would be designed to meet or exceed California Energy Code Title 24 standards which specify construction methods and materials that result in energy efficient structures and up to a 30 dBA reduction in exterior noise levels (assuming windows are closed). Assuming windows are closed, the CNEL associated with rail noise would be well below background noise levels. No measures in addition to compliance with Title 24 design requirements would be necessary to reduce interior rail
noise.

Rail Vibration. As noted, the proposed project would be constructed approximately 3,168 feet east of the rail corridor. The distance between a conventional commuter railroad and Category 2 (i.e., residential) land use where the potential for a vibration impact to occur is 200 feet as defined in Table 6.8 within the FTA noise and vibration impa ct assessment methodology. The screening distances include a 5‐decibel safety factor. The proposed project site is located outside the 200‐foot screening distance; thus, no rail related vibration impacts would occur at the site.

Heating, Ventilation and Air Conditioning. The HVAC system proposed for use on the site has not been specified and noise
levels vary depending on the size of the system. However, it is assumed that HVAC units would be contained in each unit and would not be audible outside the unit. Common space HVAC units would either be located within interior mechanical rooms or on the rooftop. Reference noise levels are based on noise measuremen ts made at similar facilities. HVAC noise levels can be expected to range from 60 to 70 dBA at 5 feet from the equipment and ventilation openings. To conservatively evaluate HVAC noise levels, the Leq was predicted at the western property line based on the dist ance between the sources and the east facing residences along the west side of Jefferson Street. It is assumed the six HVAC units would be an average of 30 feet east of the western property line and 60 feet from the closest residences. The sound level generated by the six HVAC units would be approximately 77.8 dBA 5 feet from the source. This would attenuate to 62.2 dBA at the western property line and 56.2 dBA at the residential properties located west of the site across Jefferson Street. Each HVAC unit would be installed within a noise shroud which typically provides 5‐10 dBA of attenuation.

Conservatively, HVAC noise levels at the western project site property line would be approximately 57.2 dBA which is less than the 60 dBA residential standard. A building parapet July 28, 2026
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would provide an additional 5 dBA of attenuation which would further reduce HVAC noise to

52.2 dBA. Noise levels at properties to the west would be less because of the attenuation distance to the west across Jefferson Street.

Airport Noise. McClellen‐Palomar Airport is the nearest airport and is located approximately

4.4 miles southeast of
the project site. Based on the noise contour maps provided in the McClellen‐Palomar Airport Land Use Compatibility Plan, Exhibit III‐1, the project site is located outside the 60 dB CNEL contour and is not affected by airport noise (McClellen‐Palomar Airport Land Use Compatibility Plan (adopted January 25, 2010). For this reason, the project site is not located in an area affected by aircraft noise; and thus, compatibility with an adopted
Airport Land Use Compatibility Plan is not required.

Conclusion
The proposed project was evaluated for potential construction and operat ional noise impacts in
accordance with the City of Carlsbad guidelines and applicable CEQA significance thresholds.

As discussed herein, project related noise impacts would be less than significant.

Would the project result in the generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards e stablished in the local
general plan or noise ordinance, or applicable standards of other agencies? The main sources of noise during construction activities would include heavy machinery used during demolition, grading, and clearing the site, as well as equipment used during building construction and paving. Temporary construction noise is not restricted if it occurs between the hours specified in the noise ordinance as referenced herein. With installation of balcony partition barriers on the south facing units and roof parapet with screening materials as needed, exterior open space noise levels would meet City standards at all units. Operational impacts related to exterior and interior traffic noise would be less than significant. No impact would occur with operation of the building HVAC system.

The project would not result in the generation of a substantial temporary or permanent increase in ambient noise levels in the
vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies.

Would the project result in the generation of excessive groundborne vibration or groundborne noise levels?
As stated herein, temporary impacts associated with construction vibration would be less than significant. The proposed project is a 50‐unit mixed use residential development.

This use does
not generate vibration; thus, no vibration impacts are anticipated to occur with operation of the project.

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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
?
McClellen‐Palomar Airport is the nearest airport and is located approximately 4.4 miles southeast of the project site. The project site is located outside the 60 dB CNEL contour and is not affected by airport noise. For this reason, the project site is not located in an area affected by aircraft noise; and thus, compatibilit
y with an adopted Airport Land Use Compatibility Plan is not required.

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References
City of Carlsbad. General Plan Update Noise Element. 2015.

City of Carlsbad. Noise Guidelines Manual. September 1995.

San Diego Association of Governments Not So Brief Guide of Vehicular Traffic Generation Rates for the San Diego Region, April 2002
Federal Highway Administration. Roadway Cons
truction Noise Model. 2006. Users Guide Table 1.

Federal Highway Administration, Transportation Noise Model Version 2.5, 2004.

Federal Transit Administration. Transit Noise and Vibration Impact Assessment Manual. September 2018.

Federal Rail Administration (FRA) Guidelines (Report Number 293630‐1), December 1998.

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Appendix A

Appendix A
Monitoring Data Sheet
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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 Site 1
Start Date 7/30/2024
Start Time 8:44:37 AM
End Time 8:59:37 AM
Duration 00:15:00
Meas Mode Single
Input Range Low
Input Type Mic
SPL Time Weight Slow
LN% Freq Weight dBA
Overload No
UnderRange No
Sensitivity 18.44mV/Pa

LZeq 69.7
LCeq 67.1
LAeq 55.3
LZSmax 78.5
LCSmax 77.9
LASmax 73.4
LZSmin 63.9
LCSmin 61.0
LASmin 44.6
LZE 99.2
LCE 96.6
LAE 84.8
LZpk 96.2
LCpk 92.4
LApk 86.4
LAS1% 63.3
LAS2% 62.0
LAS5% 60.5
LAS8% 59.4
LAS10% 58.8
LAS25% 55.8
LAS50% 51.9
LAS90% 47.6
LAS95% 46.6
LAS99% 45.1

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Start Date 7/30/2024
Start Time 9:08:54 AM
End Time 9:23:54 AM
Duration 00:15:00
Meas Mode Single
Input Range Low
Input Type Mic
SPL Time Weight Slow
LN% Freq Weight dBA
Overload No
UnderRange No
Sensitivity 18.44mV/Pa

LZeq 75.7
LCeq 74.3
LAeq 64.1
LZSmax 91.5
LCSmax 91.0
LASmax 74.2
LZSmin 64.5
LCSmin 61.5
LASmin 48.6
LZE 105.2
LCE 103.8
LAE 93.6
LZpk 101.3
LCpk 101.0
LApk 87.9
LAS1% 72.0
LAS2% 71.1
LAS5% 69.4
LAS8% 68.6
LAS10% 68.3
LAS25% 65.6
LAS50% 61.3
LAS90% 52.3
LAS95% 50.8
LAS99% 49.3

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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 RESULTS: SOUND LEVELS <Project Name?>
<Organization?> 14 August 2024
<Analysis By?> TNM 2.5
Calculated with TNM 2.5
RESULTS: SOUND LEVELS
PROJECT/CONTRACT: <Project Name?>
RUN: 840 Carlsbad Village Drive Existing
BARRIER DESIGN: INPUT HEIGHTS Average pavement type shall be used unless a State highway agency substantiates the use
ATMOSPHERICS: 68 deg F, 50% RH of a different type with approval of FHWA.

Receiver
Name No. #DUs Existing No Barrier With Barrier
LAeq1h LAeq1h Increase over existing Type Calculated Noise Reduction Calculated Crit'n Calculated Crit'n Impact LAeq1h Calculated Goal Calculated Sub'l Inc minus
Goal
dBA dBA dBA dB dB dBA dB dB dB
Receiver1 1 1 0.0 63.7 66 63.7 10 ---- 63.7 0.0 8 -8.0 Receiver2 2 1 0.0 56.6 66 56.6 10 ---- 56.6 0.0 8 -8.0 Dwelling Units # DUs Noise Reduction
Min Avg Max
dB dB dB
All Selected 2 0.0 0.0 0.0
All Impacted 0 0.0 0.0 0.0
All that meet NR Goal 0 0.0 0.0 0.0
C:\TNM25\Program\840 Carlsbad Village Drive Existing 1 14 August 20 July 28, 2026
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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 RESULTS: SOUND LEVELS <Project Name?>
<Organization?> 15 August 2024
<Analysis By?> TNM 2.5
Calculated with TNM 2.5
RESULTS: SOUND LEVELS
PROJECT/CONTRACT: <Project Name?>
RUN: 840 Carlsbad Village Drive w-Project
BARRIER DESIGN: INPUT HEIGHTS Average pavement type shall be used unless a State highway agency substantiates the use
ATMOSPHERICS: 68 deg F, 50% RH of a different type with approval of FHWA.

Receiver
Name No. #DUs Existing No Barrier With Barrier
LAeq1h LAeq1h Increase over existing Type Calculated Noise Reduction Calculated Crit'n Calculated Crit'n Impact LAeq1h Calculated Goal Calculated Sub'l Inc minus
Goal
dBA dBA dBA dB dB dBA dB dB dB
Receiver1 1 1 0.0 63.9 66 63.9 10 ---- 63.9 0.0 8 -8.0 Receiver2 2 1 0.0 56.7 66 56.7 10 ---- 56.7 0.0 8 -8.0 Dwelling Units # DUs Noise Reduction
Min Avg Max
dB dB dB
All Selected 2 0.0 0.0 0.0
All Impacted 0 0.0 0.0 0.0
All that meet NR Goal 0 0.0 0.0 0.0
C:\TNM25\Program\840 Carlsbad Village Drive w-Proj 1 15 August 20 July 28, 2026
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Docusign Envelope ID: 1B4E17FC-D590-859E-8007-23B747188850 Attachment D
Air Quality/Greenhouse Gas Study
Attachment D
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840 CARLSBAD VILLAGE DRIVE

MIXED-USE PROJECT

AIR QUALITY/GREENHOUSE GAS STUDY

Prepared for:

Rincon Homes
5315 Avenida Encinas, Suite 200
Carlsbad, CA 92008

Prepared by:

May 2025

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EXECUTIVE SUMMARY

The project site is located at 840 Carlsbad Village Drive on the north side of Carlsbad Village Drive mid‐block between Harding and Jefferson Street. It would replace an existing single‐story commercial building formerly used by Union Bank. The proposed project would demolish the building and adjacent pa rking lot to the north and replace it with a new five‐story mixed‐use building containing 50 apartment units, 51 parking spaces and 3,824 square feet of ground floor retail. The retail space, parking, lobby bicycle parking mail room and mechanical rooms/pump room would be located on the ground floor podium. Primary vehicle access would be through a gated entrance/exit located on the ea
st side of the building. Pedestrian access would be from Jefferson Street. One, 1,165 square foot retail space would front Carlsbad Village Drive. Two additional retail spaces, one 1,122 square feet and the other 1,537 square f eet, would front Jefferson Street. A total of 12 units, a club room, outdoor courtyard and related amenities would be located on the second floor. The remaining 38 units would be located on the third through fifth floor. The site is zoned Village‐Barrio (VB) and designated Village in the Carlsbad General Plan.

Air Quality Management Plan Consistency. The project is consistent with the VB zoning designation and is anticipated in the local plans and SANDAG’s population and em ployment growth projections. Thus, the project would be within SANDAG’s population growth forecast and would not conflict with the State Implementation Plan or Regional Air Quality Strategy.

Construction and Operational Emissions. Project construction and operational emissions would not exceed the Sa n Diego Air Pollution Control District thresholds.

Thus, the project would not result in a cumulatively considerable net increase of any criteria pollutant for which the project region is in non‐attainment under an applicable federal or state ambient air quality standard.

Expose Sensitive Receptors to Substantial Pollutant Concentrations. The project woul d not cause or contribute to CO hot spots, impacts related to indoor air quality or otherwise expose receptors to substantial pollutant concentrations.

Odors. The project would provide 50 residential units, garage parking and related infrastructure improvements as well as commercial space. These uses would not result in other emissi
ons (such as those leading to odors) adversely affecting a substantial number of people.

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Greenhouse Gas Emissions. The proposed project’s annual Greenhouse Gas emissions would not exceed 3,000 metric tons of Carbon Dioxide Equivalent emissions annually. Further, the project would be consistent with the City of Carlsbad Climate Action Plan, 2017 and 2022 CARB Scoping Plan, the City of Carlsbad General Plan and the SANDAG Regional Plan; Sa n Diego Forward, adopted in December 2021. Impacts related to air quality and greenhouse gas emissions would be less than significant.

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i
840 CARLSBAD VILLAGE DRIVE MIXED-USE PROJECT

CARLSBAD, CALIFORNIA

AIR QUALITY and GREENHOUSE GAS STUDY

Table of Contents
Page

PROJECT DESCRIPTION ..................................................................................................................... 1

SETTING ................................................................................................................................................. 5 Air Pollution Regulation .......................................................................................................... 5 California Air Resources Board .............................................................................................. 5 San Diego Air Polution Control District ................................................................................ 5 Air Quality Management Plans .............................................................................................. 6 SDAPCD Rules and Regulations ............................................................................................ 8 Regional Climate and Local Air Quality ............................................................................... 9 Pollutants .................................................................................................................... ............... 10 Sensitive Receptors ................................................................................................................... 13 Monitored Air Quality ......................................................................................................... .... 14

AIR QUALITY IMPACT ANALYSIS .................................................................................................. 14 Methodology and Significance Thresholds ........................................................................... 14 Construction Emissions ............................................................................................................ 18 Operational Impacts ................................................................................................................. 20

GREENHOUSE GAS EMISSION ASSESSMENT .............................................................................. 24

REFERENCES ......................................................................................................................................... 31

List of Figures
Figure 1 Vi cinity Map ............................................................................................................. 2 Figure 2 Site Plan ........................................................................................................... .......... 3

List of Tables

Table 1 Current Federal and State Ambient Air Quality Standards .............................. 6 Table 2 San Diego County Attainment Status ................................................................. 11 Table 3 Ambient Air Quality Data .................................................................................... 15 Table 4 SDAPCD Air Emission Significance Thresholds ............................................... 17 Table 5 Estimated Maximum Daily Constr uction Emissions With Dust Control Measures.................................................................................................................. 20 Table 6 Estimated Oper ational Emissions ........................................................................ 22 Table 7 Estimated Construction Greenhouse Gas Emissions ........................................ 26 Table 8 Estimated Annual Energy-Related Greenhouse Gas
Emissions ................................................................................................................. 2 7 July 28, 2026
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ii
Table 9 Estimated Annual Solid Waste an d Water Use Greenhouse Gas Emissions . 27 Table 10 Estimated Annual Mobile Emissions of Greenhouse Gases ............................ 28 Table 11 Combined Annual Gr eenhouse Gas Emissions ................................................. 28

Appendices

Appendix A CalEEMod Air Quality and Greenhouse Gas Emissions Model Results – Summer/Annual Emissions

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1 840 CARLSBAD VILLAGE DRIVE MIXED-USE PROJECT

CARLSBAD, CALIFORNIA

AIR QUALITY and GREENHOUSE GAS STUDY

This report is an analysis of the potential air quality and greenhouse gas impacts associated with the 840 Carlsbad Village Drive Mixed‐Use Project, a multifamily and commercial development proposed for construction in the City of Carlsbad. The report has been prepared by Birdseye Planning Group, LLC, under contract to the applicant to support the environmental review pro
cess and address comments provided by the City of Carlsbad after review of the initial project entitlement submittal. This study analyzes the potential for temporary impacts associated with construction activity and long‐term impacts associated with operation of the proposed project.

PROJECT DESCRIPTION

The project site is located at 840 Carlsbad Village Drive on the north side of Carlsbad Village Drive mid‐block between Harding and Jefferson Street. It would replace an existing single‐story commercial building formerly used by Union Bank. The proposed project would demolish the building and adjacent parking lot to the north an d replace it with a new five‐story mixed‐use building containing 50 apartment units, 51 parking spaces and 3,824 square feet of ground floor retail. The retail space, parking, lobby bicycle parking mail room and mechanical rooms/pump room would be located on the ground floor podium. Primary vehicle access would be through a gated entrance/exit located on the ea
st side of the building. Pedestrian access would be from Jefferson Street. One, 1,165 square foot retail space would front Carlsbad Village Drive. Two additional retail spaces, one 1,122 square feet and the other 1,537 square feet, would front Jefferson Street. A total of 12 units, a club room, outdoor co urtyard and related amenities would be located on the second floor. The remaining 38 units would be located on the third through fifth floor. The site is zoned Village‐Barrio (VB) and designated Village in the Carlsbad General Plan.

The following scope of work is intended to de monstrate that the project meets the conditions for a Class 32 categorical exemption for air quality. While not required for a Class 32 exemption, for informational purposes, this report also analyzes the Projectʹs contribution to GHG emissions. The site is shown in Figure 1. The proposed site plan is show n in Figure 2.

The following measures are intended to demonstrate compliance with statewide regulations; and thus, have been incorporated into the the air emissions modeling

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Figure 1 - Vicinity Map - Project Site
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Figure 2— Site Plan

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4  The project will provide recycling bins in the trash enclosure areas located on the podium level;
 The project will install drought‐tolerant vegetation and water‐efficient irrigation systems;
 The project will install low‐water use appliances and fixtures;  The project will install Energy Star, or equivalent, dishwashers, clothes w ashers, refrigerators, and fans;
 The project will be compliant with San Diego Air Pollution Control District (SDAPCD) Rule 67.0.1 (d) which requires the use of low Volitile Organic Compound (VOC) paint (no greater than 50 grams/Liter) for use on buildng interior and exterior surface and 100 grams/Liter for traffic ma rking coatings; and
 The project will install bicycle parking facilities on the podium level.

Dust Control Methods
The project would implement various construction dust control strategies as design features to be compliant with SDAPCD Rule 55. Compliance with these dust control measures are listed as follows and would be identified on gra ding plan approvals:

 During clearing, grading, earth‐moving, excavation, or transportation of cut or fill materials, water trucks or sprinkler systems shall be used to prevent dust from leaving the site and to create a crust after each day’s activities cease;

 During construction, water trucks or sprinkler systems shall be used to keep all areas of vehicle movement da
mp enough to prevent dust from leaving the site. At a minimum, this would include wetting down such areas later in the morning, after work is completed for the day, and whenever winds exceed 15 mph during active operations.

Watering of active disturbance areas, including ac
tive grading areas and unpaved roads,
would occur approximately every 2 hours of active operations, approximately three times per work day (at a minimum):

 All grading and excavation operations shall be halted when wind speeds exceed 25 miles per hour;

 Dirt and debris spilled onto paved surfaces at the project site and on the adjacent roadways shall be swept, vacuumed, and/or washed at the end of each workday; and

 All trucks hauling dirt, sand, soil, or other loose material to and from the construction site shall be covered and/or a minimum 2 feet of freeboard shall be maintained.

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5 REGULATORY SETTING

Air Pollution Regulation

Air pollutants are regulated at the national, State, and air basin level; each agency has a different degree of control. The United States Environmental Protection Agency (USEPA) regulates at the national level; the California Air Resources Control Board (CARB) regulates at the State level; and the SDAPCD regulates air quality in San Diego County.

The federal and st
ate governments have been empowered by the federal and state Clean Air Acts to regulate the emission of airborne pollutants and have established ambient air quality standards for the protection of public health. The USEPA is the federal agency designated to administer national air quality regu lations, while CARB is the state equivalent in the California Environmental Protection Agency. Local control over air quality management is provided by CARB through multi‐county and county‐level Air Pollution Control Districts (APCDs) (also referred to as Air Quality Management Districts). CARB establishes statewide air quality standards and is respon sible for the control of mobile emission sources, while the local APCDs are responsible for enforcing standards and regulating stationary sources. CARB has established 15 air basins statewide. The City of Carlsbad is located in the San Diego Air Basin (SDAB), which is under the jurisdiction of the SDAPCD.

California Air Resources Board

CARB, which became part of the California EPA (CalEPA) in 1991, is responsible for ensuring implementation of the California Clean Air Act (CCAA), meeting state requirements of the federal Clean Air Act and establishing California Ambient Air Quality Standards (CAAQSs). It is also responsible for setting emission standards for vehicles sold in Cal ifornia and for other
emission sources such as consumer products and certain off‐road equipment. CARB also established passenger vehicle fuel specifications and oversees the functions of local air pollution control districts and air quality management districts, which in turn administer air quality activities at the regional and county level. The CCAA is administered by CARB at the state level and by the Air Q
uality Management Districts at the regional level. Both state and federal standards are summarized in Table 1. The federal ʺprimaryʺ standards have been established to protect the public health. The federal ʺsecondaryʺ standards are intended to protect the na tionʹs welfare and account for air pollutant effects on soil, water, visibility, materials, vegetation, and other aspects of the general welfare.

San Diego Air Pollution Control District

The SDAPCD was created to protect the public from the harmful effects of air pollution, achieve and maintain air quality stand
ards, foster community involvement and develop and implement cost‐effective programs that meet state and federal mandates while considering environmental and economic impacts.

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6 Table 1
Ambient Air Quality Standards
Pollutant Average Time California Standards National Standards Ozone
(O3)
1 hour 0.09 ppm --
8 hours 0.070 ppm 0.070 ppm
Carbon Monoxide
(CO)
8 hours 9.0 ppm 9 ppm
1 hour 20 ppm 35 ppm
Nitrogen Dioxide
(NO
2)
Annual Average 0.030 ppm 0.053 ppm
1 hour 0.18 ppm 100 ppb
Sulfur Dioxide
(SO
2)
Annual Average -- 0.03 ppm
24 hours 0.04 ppm 0.14 ppm
1 hour 0.25 ppm 75 ppb
Respirable Particulate Matter
(PM
10)
24 hours 50 mg/m 3 150 mg/m3
Annual Arithmetic Mean 20 mg/m 3 --
Fine Particulate Matter
(PM

2.5)
Annual Arithmetic Mean 12 mg/m 3 12 mg/m3
24 hours -- 35 mg/m3
Sulfates 24 hours 25 mg/m3 --
Lead 30-day Average 1.5 mg/m3 --
Calendar Quarter -- 1.5 mg/m3
3-month Rolling Average -- 0.15 mg/m3
Hydrogen Sulfide 1 hour 0.03 ppm --
Vinyl Chloride 24 hours 0.010 ppm --
Notes:
ppm = parts per million
ppb – parts per billion
mg/m3 = micrograms per cubic meter
mg/m3 = milligrams per cubic meter
Source: California Air Resources Board 2016

Specifically, the SDAPCD is responsible for monitoring air quality and planning, implementing, and enforcing programs designed to attain and maintain state and federal ambient air quality standards in the district. Programs developed include air quality rules and regulations that regulate stationary source emissions, including area sources, point sources, and certain mobile source emissions. The SD
APCD is also responsible for establishing permitting requirements for stationary sources and ensuring that new, modified or relocated stationary sources do not create net emissions increases; and thus, are consistent with the regionʹs air quality goals. The SDAPCD provides significance thresholds in Regulation II, Rule 20.2, Table 20‐2‐1. “AQIA Trigger Levels.” These trigger leve
ls were established for stationary sources of air pollution and are commonly used for environmental evaluations. The SDAPCD enforces air quality rules and July 28, 2026
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7 regulations through a variety of means, including inspections, educational or training programs, or fines, when necessary. The project site is within the SDAB; and thus, is subject to SDAPCD rules and regulations.

State Implementation Plan/Air Quality Management Plan/Regional Air Quality Strategy

The federal Clean Air Act Amendments (CAAA) mandate that states submit and implement a State Imple
mentation Plan (SIP) for areas not meeting air quality standards. SIPs are comprehensive plans that describe how an area will attain national and state ambient air quality standards. SIPs are a compilation of new and previously submitted plans, programs (i.e., monitoring, modeling and permitting programs), district ru les, state regulations and federal controls and include pollution control measures that demonstrate how the standards will be met through those measures.

State law makes CARB the lead agency for all purposes related to the SIP. Local air districts and other agencies prepare SIP elements and submit them to CA RB for review and approval. CARB
forwards SIP revisions to the USEPA for approval and publication in the Federal Register.

Thus, the Regional Air Quality Strategy (RAQS) and Air Quality Management Plan (AQMP) prepared by SDAPCD and referenced herein become part of the SIP as the material relates to efforts ongoing in San Die go County to achieve the national and state ambient air quality standards. The most recent SIP element for San Diego County was submitted in December 2016. The document identifies control measures and associated emission reductions necessary to demonstrate attainment of the 2008 Federal 8‐hour ozone standard by July 20, 2 018.

The San Diego RAQS was developed pursuant to California Clean Air Act (CCAA) requirements. The RAQS was initially adopted in 1991 and was updated in 1995, 1998, 2001, 2004, 2009 and 2016. The 2022 RAQS update is under development. Until it is adopted, the 2016 is applicable and can be found at the following:
https:/
/www.sdapcd.org/content/dam/sdapcd/documents/grants/planning/2016%20RAQS%20(1 ).pdf

The RAQS identifies feasible emission control measures to provide progress in San Diego County toward attaining the State ozone standard. The pollutants addressed in the RAQS are volatile organic compounds (VOC) (also referred to as Reactive Organic Gases (ROG)) and oxides of nitrogen (NOx), precursors to the photochemical formation of ozone (the primary component of smog). The RAQS was initially adopted by the SDAPCD on June 30, 199 2, and
amended on March 2, 1993, in response to ARB comments. At present, no attainment plan for particulate matter less than 10 microns in diameter (PM10) or particulate matter less than 2.5 microns in diameter (PM2.5) is required by the state regulations; however, SDAPCD has adopted measures to reduce particulate matter in the SDAB. These measures range from regulation against open burning to incentive programs that introduce cleaner technology. These measures can be found in a report titled “Measures to Reduce Particulate Matter in San Diego County, December 2005: https:
//www.sdapcd.org/content/dam/sdapcd/documents/grants/planning/PM‐ Measures.pdf
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8 The RAQS relies on information from CARB and SANDAG, including mobile and area source emissions, as well as information regarding projected growth in the County, to estimate future emissions and then determine strategies necessary for the reduction of emissions through regulatory controls. CARB mobile source emission projections and SANDAG growth projections are based on population and vehicle trends as we ll as land use plans developed by the cities and the County as part of the development of the individual General Plans. As such, projects that propose development consistent with the growth anticipated by the general plans would be consistent with the RAQS. In the event that a project would propose development which is less dense than anticipated within the Ge
neral Plan, the project would likewise be
consistent with the RAQS. If a project proposes development that is greater than that anticipated in the General Plan and SANDAG’s growth projections, the project might conflict with the RAQS and SIP; and thus, ha
ve a potentially significant impact on air quality.

Under state law, the SDAPCD is required to prepare an AQMP for pollutants for which the SDAB is designated non‐attainment. Each iteration of the SDAPCD’s AQMP is an update of the previous plan and has a 20‐year horizon. Currently the SDAPCD ha s implemented the 2020 Plan for Attaining the National Ambient Air Quality Standard for Ozone in San Diego County (October 2020) and a 2004 Carbon Monoxide Plan. The 2020 ozone plan was submitted to CARB on October 20, 2020. It was ad opted and submitted to the USEPA for review on December 28, 2020. Comments from the USEPA are pending. This plans is available for download on the ARB website located at the following URL:
https://www.sdapcd.org/content/dam/sdapcd/documents/grants/planning/Att%20A%20(Attain ment%20Plan)_ws.pdf

SDAPCD Rules and Regulations

As stated above, SDAPCD is responsible for planning, implementing, and enforcing federal and state ambient standards in the SDAB. The following rules and regulations apply to all sources in the jurisdiction of SDAPCD, and would apply to the project.

SDAPCD Regulation IV: Prohibitions; Rule 50: Visible Emissions. Pro hibits discharge into
the atmosphere from any single source of emissions whatsoever any air contaminant for a period or periods aggregating more than 3 minutes in any period of 60 consecutive minutes that is darker in shade than that designated as Number 1 on the Ringelmann Chart, as published by the United St
ates Bureau of Mines, or of such opacity as to obscure an observer’s view to a degree greater than does smoke of a shade designated as Number 1 on the Ringelmann Chart (SDAPCD 1997).

SDAPCD Regulation IV: Prohibitions; Rule 51: Nuisance. Prohibits the discharge, from any source, of such quantities of air contaminant
s or other materials that cause or have a tendency to
cause injury, detriment, nuisance, annoyance to people and/or the public, or damage to any business or property (SDAPCD 1976).

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9 SDAPCD Regulation IV: Prohibitions; Rule 55: Fugitive Dust. Regulates fugitive dust emissions from any commercial construction or demolition activity capable of generating fugitive dust emissions, including active operations, open storage piles, and inactive disturbed areas, as well as track‐out and carry‐out onto paved roads beyond a project site (SDAPCD 2009b).

SDAPCD Regulation IV: Prohibitions; Rule 67.0.1: Architectural Coatings. Requir es
manufacturers, distributors, and end users of architectural and industrial maintenance coatings to reduce VOC emissions from the use of these coatings, primarily by placing limits on the VOC content of various coating categories (SDAPCD 2015).

SDAPCD Regulation XII: Toxic Air Contaminates; Rule 1 200: Toxic Air Contaminants – New Source Review. Requires new or modified stationary source units with the potential to emit Toxic Air Contaminatnts (TACs) above rule threshold levels to either demonstrate that they will not increase the maximum incremental cancer risk above 1 in 1 million at every recept or location, or demonstrate that toxics best available control technology (T‐BACT) will be employed if maximum incremental cancer risk is equal to or less than 10 in 1 million, or demonstrate compliance with SDAPCD’s protocol for those sources with an increase in maximum incremental cancer risk at any receptor location of greater than 10 in 1 million but less than 100 in 1 million (SDAPCD 2017b).

SDAPCD Regulation XII: Toxic Air Contaminates; Rule 1
210: Toxic Air Contaminant Public
Health Risks – Public Notification and Risk Reduction. Requires each stationary source that is required to prepare a public risk assessment to provide written public no tice of risks at or above the following levels: maximum incremental cancer risks equal to or greater than 10 in 1 million, or cancer burden equal to or greater than 1.0, or total acute noncancer health hazard index equal to or greater than 1.0, or total chronic non‐cancer health h azard index equal to or greater than

1.0 (SDAPCD 2017c).

Regional Climate and Local Air Quality

The weather of San Diego County is influenced by the Pacific Ocean and its semi‐permanent high‐pressure systems that result in dry, warm summers and mild, occasionally wet winters.

The average minimum temperature for January ranges from the mid‐40s to the high‐50s degrees Fahrenheit (4 to 15 degrees Celsius) across the co
unty. July maximum temperatures average in
the mid‐80s to the high‐90s degrees Fahrenheit (high‐20s to the high‐30s degrees Celsius). Most of the county’s precipitation falls from November to April, with infrequent (approximately 10 percent) precipitation during the summer. The average seasonal precipitation along the coast is approximately 10 inches (254 milli
meters); the amount increases with elevations as moist air is lifted over the mountains.

The interaction of ocean, land, and the Pacific High‐Pressure Zone maintains clear skies for much of the year and drives the prevailing winds. Local terrain is often the dominant factor July 28, 2026
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10 inland and winds in inland mountainous areas tend to blow upwards in the valleys during the day and down the hills and valleys at night.

In conjunction with the onshore/offshore wind patterns, there are two types of temperature inversions (reversals of the normal decrease of temperature with height), which occur within the region that affect at
mospheric dispersive capability and that act to degrade local air quality.

In the summer, an inversion at about 1,100 to 2,500 feet (335 to 765 meters) is formed over the entire coastal plain when the warm air mass over land is undercut by a shallow layer of cool marine air flowing onshore. The prevailing sunny days in this region further exacerba te the
smog problem by inducing additional adverse photochemical reactions. During the winter, a nightly shallow inversion layer (usually at about 800 feet or 243 meters) forms between the cooled air at the ground and the warmer air above, which can trap vehicular pollutan ts. The days of highest Carbon Monoxide (CO) concentrations occur during the winter months.

The predominant onshore/offshore wind pattern is sometimes interrupted by so‐called Santa Ana conditions, when high pressure over the Nevada‐Utah region overcomes the prevailing westerly wind direction. This draws strong, steady, hot, and dry winds from the east over the mountains and out to sea. Strong Santa Ana winds tend to blow pollutants out over the ocean, producing clear days. However, at the onset or breakdown of these conditions or if the Santa Ana is weak, prevailing northwesterly winds are reestablished which sen d polluted air from the Los Angeles basin ashore in the SDAB. “Smog transport from the South Coast Air Basin (the metropolitan areas of Los Angeles, Orange, San Bernardino, and Riverside counties) is a key factor on more than half the days San Diego exceeds clean air standards” (San Diego Air Pollution Control District, 2010).

Pollutants
The SDAPCD is required to monitor air pollutant levels to ensure that air quality standards are met and, if they are not met, to develop strategies to meet the standards. Depending on whether the standards are met or exceeded, the local air basin is classified as being in “attain ment” or “non‐attainment.” San Diego County is listed as a federal non‐attainment area for ozone (eight hour) and a state non‐attainment area for ozone (one hour and eight‐hour standards), PM10 and PM2.5. As shown in Table 2, the SDAB is in attainment for the state and federal standards for nitrogen dioxide, carbon monoxide, sulfur dioxide and lead. Characteristics of ozone, carbon monoxide, nitrogen dioxide, and suspended particulates are described below.

Ozone. Ozone is produced by a photochemical reaction (triggered by sunlight) between nitrogen oxides (NOX) ROG1. Nitrogen oxides are formed during the combustion of fuels, while 1 Organic compound precursors of ozone are routinely described by a number of variations of three terms: hydrocarbons (HC), organic gases (OG), and organic compounds (OC). These terms are often modified by adjectives such as total, reactive, or volatile, and result in a rather confusing array of acronyms: HC, THC (total hydrocarbons), RHC (reactive hydrocarbons), TOG (total organic gases), ROG (reactive organic gases), TOC (total organic compounds), ROC (reactive organic compounds), and VOC (volatile organic compounds). While most of these differ in some significant way from a chemical perspective, from an air quality perspective two groups are important: non-photochemically reactive in the lower atmosphere, or photochemically reactive in the lower atmosphere (HC, RHC, ROG, ROC, and VOC).

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11 Table 2
San Diego County Attainment Status
Criteria Pollutant Federal Designation State Designation Ozone (one hour) Attainment* Non-Attainment
Ozone (eight hour) Moderate Non-Attainment Non-Attainment Carbon Monoxide Attainment Attainment
PM10 Unclassifiable** Non-Attainment
PM2.5 Attainment Non-Attainment
Nitrogen Dioxide Attainment Attainment
Sulfur Dioxide Attainment Attainment
Lead Attainment Attainment
Sulfates No Federal Standard Attainment
Hydrogen Sulfide No Federal Standard Unclassified
Visibility No Federal Standard Unclassified
* The federal 1-hour standard of 12 ppm was in effect from 1979 through June 1, 2005. The revoked standard is referenced here because it was used for such a long period and because this benchmark is addressed in State Implementation Plans (SIPs).
** At the time of designation, if the available data does not support a designation of attainment or non-attainment, the area is designated as unclassifiable.

Source: San Diego Air Pollution Control District. June 2016. http://www.sandiegocounty.gov/content/sdc/apcd/en/air-quality- planning/attainment-status.html
reactive organic compounds are formed during combustion and evaporation of organic solvents. Because ozone requires sunlight to form, it mostly occurs in concentrations considered serious between the months of April and October. Ozone is a pungent, colorless, toxic gas with direct health effects on humans including respiratory and eye irritation and possible changes in lung function
s. Groups most sensitive to ozone include children, the elderly, people with respiratory disorders, and people who exercise strenuously outdoors.

Carbon Monoxide. Carbon monoxide (CO) is a local pollutant that is found in high concentrations only near the source. The major source of carbon monoxide, a colorless, odorless, poisonous gas, is automobile exhaust. Elevated CO concentrations; therefore, are usually only found near areas of high traffic volumes operating in congested conditions. Carbon monoxide health effects are related to blood hemoglobin. At high concentrations, carbon monoxide reduces the amount of ox
ygen in the blood, causing heart difficulties in people with chronic diseases, reduced lung capacity and impaired mental abilities.

Nitrogen Dioxide. Nitrogen dioxide (NO2) is a by‐product of fuel combustion, with the primary source being motor vehicles and industrial boilers and furnaces. The principal form of nitrogen oxide produced by combustion is nitric oxide (NO), but NO reacts rapidly to form NO2, creating the mixture of NO and NO2 commonly called NOX. Nitrogen dioxide is an acute irritant. A relationship between NO2 and chronic pulmonary fibrosis may exist and an increase in bronchitis in young children at concentrations below 0.3 parts per million (ppm) may occur.

Nitrogen dioxide absorbs blue light and causes a reddish‐brown cast to the atmosphere and reduced visibility. It can also contribute to the formation of PM10 and acid rain.

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12 Suspended Particulates. PM10 is particulate matter measuring no more than 10 microns in diameter, while PM2.5 is fine particulate matter measuring no more than 2.5 microns in diameter. Suspended particulates are mostly dust particles, nitrates and sulfates. Both PM10 and PM2.5 are by‐products of fuel combustion and wind erosion of soil and unpaved roads and are directly emitted into the atmosphere through these processes. Suspended particulates are also created in the atmosphere through chemical reactions. The characteristics, sources, and potential health effects associated with the small particulates (those between 2.5 and 10 microns in diameter) and fine particulates (PM2.5) can be very different. The small particulates generally come from windblown dust and dust kicked up from mobile sources. The fine particulates are generally associated with combustion processes as well as being formed in the atmosphere as a secondary pollutant through chemical reactions. Fine particulate matter is more likely to penetrate deeply into the lungs and po
ses a health threat to all groups, but particularly to the elderly, children, and those with respiratory problems. More than half of the small and fine particulate matter that is inhaled into the lungs remains there. These materials can damage health by interfering with the body’s mechanism s for clearing the respiratory tract or by acting as carriers of an absorbed toxic substance.

Lead. Lead in the atmosphere occurs as particulate matter. Sources of lead include leaded gasoline; the manufacturing of batteries, paints, ink, ceramics, and ammunition; and secondary lead smelters. Prior to 1978, mobile emissions were the primary source of atmospheric lead.

Between 1978 and 1987, the phaseout of leaded gasoline reduced the overall inventory of airborne lead by nearly 95%. With the phaseout of leaded gasoline, seco ndary lead smelters, battery recycling, and manufacturing facilities are becoming lead‐emissions sources of greater concern. Prolonged exposure to atmospheric lead poses a serious threat to human health. Health effects associated with exposure to lead include gastrointestinal disturbances, anemia, kidney disease, and, in severe cases, neuromuscular and neurological dysfunction. Of particular conc ern are low‐level lead exposures during infancy and childhood. Such exposures are associated with decrements in neurobehavioral performance, including intelligence quotient performance, psychomotor performance, reaction time, and growth. Children are highly susceptible to the effects of lead.

Sulfates. Sulfates are the fully oxidized form of sulfur, which typically occur in combination with metals or hydrogen ions. Sulfates are produced from reactions of SO2 in the atmosphere.

Sulfates can result in respiratory impairment, as well as reduced visibility.

Vinyl Chloride. Vinyl chloride is a colorless gas with a mild, sweet odor, which has been detected near landfills, sewage plants, and hazardous waste sites, due to the microbial breakdown of chlorinated solvents. Short‐term exposure to high levels of vinyl chloride in air can cause nervous system effects, such as dizziness, drowsiness, and headaches. Long‐term exposure through inhalation can cause liver damage, including liver cancer.

Hydrogen S
ulfide. Hydrogen sulfide is a colorless and flammable gas that has a characteristic odor of rotten eggs. Sources of hydrogen sulfide include geothermal power plants, petroleum July 28, 2026
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13 refineries, sewers, and sewage treatment plants. Exposure to hydrogen sulfide can result in nuisance odors, as well as headaches and breathing difficulties at higher concentrations.

Visibility‐Reducing Particles. Visibility‐reducing particles are any particles in the air that obstruct the range of visibility. Effects of reduced visibility can include obscuring the viewshed of natural scenery, reducing airport safety, and discouraging tourism. Sources of visibility‐ reducing particles are the same as for PM2.5 described above.

Toxic Air Contaminants/Diesel Particulate Matter. Hazardous air pollutants, also known as TACs or air toxics, are those pollutants that are known or suspected to cause cancer or other serious health effects, such as reproductive effects or birth defects, or adverse environmental effects. Examples of toxic air pollutants include:

1. benzene, which is found in gasoline;

2. perchloroethylene, which is emitted from some dry‐cleaning facilities; and

3. methylene ch
loride, which is used as a solvent.

Transportation related emissions are focused on particulate matter constituents within diesel exhaust and TAC constituents that comprise a portion of total organic gas (TOG) emissions from both diesel and gasoline fueled vehicles. Diesel engine emissions are comprised of ex haust particulate matter and TOGs which are collectively defined as Diesel Particulate Matter (DPM).

DPM and TOG emissions from both diesel and gasoline fueled vehicles is typically composed of carbon particles and carcinogenic substances including polycyclic aromatic (i.e., odorous) hydrocarbons, benzene, formaldehyde, acetaldehyde, acrolein, and 1,3‐butadiene. Diesel exhaust also contains gaseous pollut ants, including volatile organic compounds and NOx.

Sensitive Receptors
Land uses considered to be sensitive receptors include residential, school, childcare centers, acute care hospitals, and long‐term health care facilities. Sensitive receptors are determined based upon special factors which may include the age of the users or occupants, the frequency and duration of the use or occupancy, continued exposure to hazardous substances as defined by federal and sta
te regulations, and the user’s ability to evacuate a specific site in the event of a hazardous incident. Ambient air quality standards have been established to represent the levels of air quality considered sufficient, with an adequate margin of safety, to protect public health and welfare. They are designed to protect that se
gment of the public most susceptible to
respiratory distress, such as children; the elderly; persons engaged in strenuous work or exercise and people with cardiovascular and chronic respiratory diseases. Recreational uses can be considered moderately sensitive to air pollution. Exercise can place a high demand on respiratory fu
nctions, which can be impaired by air pollution even though exposure periods during exercise are generally short. Residential uses are considered most sensitive to air pollution while Industrial and commercial areas are considered the least sensitive to air pollution. Exposure periods are relatively short and intermittent, as the ma jority of the workers July 28, 2026
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14 tend to stay indoors most of the time. The closest sensitive receptors are single‐family resicences located on the west side of Jefferson Street, across the stret from the project site.

Monitored Air Quality

The SDAPCD monitors air quality conditions at locations throughout the SDAB. For this analysis, data from the Camp Pendleton monitoring station north of the site were used to characterize existing ozone and PM2.5 conditions in the vicinity of the project site. A summary of PM10 data recorded at the 533 First Street El Cajon monitoring station is presented in Table 3.

AIR QUALITY IMPACT ANALYSIS

Methodology and Significance Thresholds

Air quality modeling was performed in general accordance with the methodologies outlined in the SDAPCD 2016 RAQS to identify both construction and operational emissions associated with each phase and the cumulative total of all project phases at build out. All emissions were calculated using the California Emissions Estimator Model (CalEEMod) software version 2022 .1 which incorporates current air emission data, planning methods and protocol approved by CARB.

Construction activities would include removal of the existing residences and out buildings, site clearing and grading to install the buildng foundation and utility connections; construction of the new buildings and related improvements as well as painting the interior and ext erior building surfaces and minor pavement work for the entrance/exit. Construction activities would require the use of equipment that would generate criteria air pollutant emissions. For modeling purposes, it was assumed that all construction equipment used would be diesel‐powered.

Construction emissions associated with development of the proposed project were quantified by estimating the types of equipment, includin
g the number of individual pieces of equipment,
that would be used on‐site during each of the construction phases as well as off‐site haul trips to remove demolition debris. Construction emissions are analyzed using the regional thresholds established by the SDAPCD and pu blished under Rule 20‐2. No soil import/export would be required.

Operational emissions include mobile source emissions, energy emissions, and area source emissions. Mobile source emissions are generated by motor vehicle trips associated with operation of the project. Emissions attributed to energy use include electricity and nat ural gas consumption for space and water heating. Area source emissions are generated by landscape maintenance equipment, consumer products and architectural coatings (i.e., paints). To determine whether a regional air quality impact would occur, the increase in emissions are compared with the SDAPCD recommended regional thresholds for operational emissions.

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15 Table 3
Measured Air Quality Data

Averaging Time Unit
Agency/
Method
Ambient
Air
Quality
Standard
Measured Concentration by
Year
Exceedances by Year
2020 2021 2022 2020 2021 2022
Ozone (O3) – Camp Pendleton
Maximum 1-hour
concentration ppm State 0.09 0.094 0.074 0.076 0 0 0
Maximum 8-hour
concentration ppm
State 0.070 0.074 0.059 0.067 3 0 0
Federal 0.070 0.074 0.059 0.067 3 0 0
Nitrogen Dioxide (NO2) – Camp Pendleton
Maximum 1-hour
concentration ppm
State 0.18 53 59 50 0 0 0
Federal 0.100 53 59 50 0 0 0
Coarse Particulate Matter (PM10)a – El Cajon – Lexington Elementary School, 533 First Street Maximum 24-hour
concentration µg/m
3 State 50 -- -- - - -
Federal 150 _ -- - - -
Annual concentration µg/m 3 State 20 -- -- -- -- -- --
Fine Particulate Matter (PM2.5)a – El Cajon – Lexington Elementary School, 533 First Street Maximum 24-hour
concentration µg/m3 Federal 35 38.2 30.2 26.4 2 0 0
Annual concentration µg/m 3
State 12.0 11.6 10.4 - 0 0 -
Federal 12.0 10.3 9.7 9.4 0 0 0
1 – Federal O3 standard reduced from 75 ppm to 70 ppm in October 2015 *Insufficient data to determine number of exceedances
Ozone and Nitrogen Oxide data from the Camp Pendleton Monitoring Station. PM10 and PM2.5 data from 533 First Street in El Cajon.

Source: California Air Resources Board, 2020, 2021 and 2022 Air Quality Data Summaries available at:
http://www.arb.ca.gov/adam/topfour/topfourdisplay.php Accessed May 1, 2024.

Regional Thresholds. Based on Appendix G of the CEQA Guidelines (2022), a project would have a significant air quality impact if it would:

a. Conflict with or obstruct implementation of the applicable air quality plan; b. Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is in non‐attainment under an applicable federal or state ambient air quality standard;
c. Expose sensit
ive receptors to substantial pollutant concentrations;
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16 d. Result in other emissions (such as those leading to odors) adversely affecting a substantial number of people.

Appendix G of the CEQA Guidelines (14 CCR 15000 et seq.) indicates that, where available, the significance criteria established by the applicable air quality management district or pollution control district may be relied upon to determine whether th e project would have a significant impact on air quality. As part of its air quality permitting process, SDAPCD has established thresholds in Rule 20.2 requiring the preparation of Air Quality Impact Assessments for permitted stationary sources. SDAPCD establishes quantitative emission thresholds for stationary sources. Although these trigger leve ls do not generally apply to mobile sources or general land development projects, for comparative purposes these levels may be used to evaluate the increased emissions that would be emitted into the SDAB from proposed land development projects. Project‐related air quality impacts estimated in this environmental analysis would be considered significant if any of the applicable signific ance thresholds presented below in Table 4 are exceeded.

The thresholds listed in Table 4 are screening‐level thresholds used to evaluate whether proposed‐project‐related emissions could cause a significant impact to air quality. Emissions below the screening‐level thresholds would not cause a significant impact. The emissi ons‐based thresholds for ozone precursors (ROG and NOx) are intended to serve as the threshold for ozone. This approach is used because ozone is not emitted directly; thus, ozone concentrations associated with individual projects precursor (ROG and NOx) emissions cannot be determined through air quality models or other quantitative methods. For nonattain ment pollutants, if emissions exceed the thresholds shown in Table 4, the project has the potential to result in a cumulatively considerable net increase in these pollutants; and thus, could have a significant impact on the ambient air quality.

With respect to odors, SD APCD Rule 51 (Public Nuisance) prohibits emission of any material that causes nuisance to a considerable number of persons or endangers the comfort, health, or safety of any person. A project that involves a use that would produce objectionable odors would be deemed to have a significant odor impact if it would affect a co nsiderable number of off‐site receptors.

a. Would the project conflict with or obstruct implementation of the applicable air quality plan?

As stated, under state law, the SDAPCD is required to prepare an AQMP for pollutants for which the SDAB is designated non‐attainment. Each iteration of the SDAPCD’s AQMP is an update of the previo
us plan and has a 20‐year horizon. A project may be deemed inconsistent with the AQMP if it would generate population, housing, or employment growth exceeding forecasts used in the development of the AQMP. Currently the SDAPCD has implemented the 2020 Plan for Attaining the Nation al Ambient Air Quality Standard for Ozone in San Diego County (October 2020) and a 2004 Carbon Monoxide Plan. The AQMP incorporates local city General July 28, 2026
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17 Plans and the San Diego Association of Governments socioeconomic forecast projections of regional population, housing and employment growth.

Table 4
SDAPCD Air Emission Significance Thresholds
Construction Emissions
Pollutant Total Emissions (pounds per day)
Reactive Organic Gas (ROG) 75
Nitrogen Oxides (NOx) 250
Carbon Monoxide (CO) 550
Sulfur Oxides (SOx) 250
Respirable Particulate Matter (PM10) 100
Fine Particulate Matter (PM2.5) 55
Operational Emissions
Total Emissions
Pounds per Hour Pounds per Da y Tons per Year
Reactive Organic Gas (ROG) -- 75 13.7
Nitrogen Oxides (NOx) 25 250 40
Carbon Monoxide (CO) 100 550 100
Sulfur Oxides (SOx) 25 250 40
Respirable Particulate Matter (PM10) -- 100 15
Fine Particulate Matter (PM2.5) -- 55 10
Lead and Lead Compounds -- 3.2 0.6

The proposed project involves the construction of 50 new apartment units. The site is approximately 0.4 acres in size with General Plan designation of Village, a zoning designation of V‐B and is withion the Village Center subdistrict in the Village and Barrio Master Plan . The Village Center District encompasses the core of th e Village and includes a mix of commercial, attached residential, and mixed‐use building types. This district intends buildings to be generally attached and built on or near the front property line, creating, throughout most of the district, a continuous commercial street frontage (often with residences or offices above) to provide destinations and workplaces in a walkable environment that is ce ntered around the
main destinations of the Carlsbad Village Station, State Street, Grand Avenue, and Carlsbad Village Drive.

According to the 2021‐2029 Regional Housing Needs Assessment (RHNA) 6 th cycle, the City of
Carlsbad will need to accommodate a total of 3,873 units at varying income levels (City of Carlsbad, April 2022). Of the total, 1,778 units are allocated to the moderate and above moderate‐income categories. The project would provide 50 units or approximately one percent of Carlsbad’s housing al location within the 2021‐2029 RHNA.

The San Diego APCD and San Diego Association of Governments are responsible for developing and implementing the clean air plans for attainment and maintenance of the ambient air quality standards in the basin, specifically, the SIP and RAQS. The federal O3 maintenance plan, which is part of th
e SIP, was adopted in 2012. The most recent O3 attainment plan was adopted in 2020. The SIP includes a demonstration that current strategies and tactics will maintain acceptable air quality in the basin based on the NAAQS. The RAQS was initially July 28, 2026
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18 adopted in 1991 and is updated on a triennial basis (most recently in 2016). The RAQS outlines SDAPCD’s plans and control measures designed to attain the state air quality standards for O3.

The SIP and RAQS rely on information from CARB and SANDAG, including mobile and area source emissions as well as information regarding projected growth in the County an d the cities in the County, to project future emissions and determine the strategies necessary for the reduction of emissions through regulatory controls.

CARB mobile source emission projections and SANDAG growth projections are based on population, vehicle trends and land use plans developed by the County an d the cities in the County as part of the General Plan development process. If a project proposes development that is greater than that anticipated in the local plan and SANDAG’s growth projections, the project might be in conflict with the SIP and RAQS and may contribute to a potentially significant cumulative impac
t on air quality.

As stated, Village Center subdistrict designation is intended to support mixed commercial and multifamily uses. Thus, the project is consistent with City’s General Plan land use designation/zoning; and therefore, has been factored into SANDAG’s growth projections.

Furthermore, the estimated increase in populatio
n, employment and housing generated by the
project was compared to SANDAG’s Regional Plan population, employee population, and housing estimates including the years 2025 and 2035. The number of housing units in the City was projected to be 49,299 in 2025 and 51,552 in 2035, or an increase in 2,253 housing units over the 10‐year period. Furt
hermore, the City’s population was projected to be 118,068 residents in 2025 and 118,719 residents in 2035, or increase of 651 residents over the period as shown in the SANDAG Series 14 Regional Forecast and Baseline Subregional Allocation. The average household size is 2.82 pe ople per dwelling unit. The project would construct 50 dwelling units, which would have the potential to house approximately 141 residents. Both the units and population are within the growth projections.

The employee population in the City was projected to be 88,373 in 2025 and 98,168 in 2035, or increase of 9 ,795 employees over the period. The proposed retail space would provide approximately 10 jobs. Because the project is consistent with the General Plan; and thus, SANDAG’s growth projections, project emissions would not conflict with the SIP and RAQS.

The project would not conflict with or obstruct implementation of the AQMP. Impacts would be less than significant.

b. Would th
e project result in a cumulatively considerable net increase of any criteria pollutant for which the project region is in non‐attainment under an applicable federal or state ambient air quality standard?

Construction Emissions

Project construction would generate temporary air pollutant emissions. These impacts are associated with fugitive dust (PM10 and PM2.5) and exhaust emissions from heavy construction July 28, 2026
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19 vehicles, work crew vehicle trips in addition to ROG that would be released during the drying phase upon application of paint and other architectural coatings. Construction would generally consist of demolition (i.e., removal of the temporary buildings), site preparation (clearing/grubbing), excavation/grading, construction of the proposed buildings, architectural coating (i.e., paint) application and pa ving.

Emissions from the construction phase of the project were estimated using CalEEMod 2022.1.

Construction scenario assumptions, including phasing, equipment mix, and vehicle trips, were based on information provided by the project applicant and CalEEMod default values when project specifics were not known. For purposes of estimating project emissions, it is a ssumed that construction of the project would occur five days per week and commence in mid‐2025 and would be complete in mid‐2026. The schedule is an estimate calculated by CalEEMod 2022.1.

The duration of phases are approximated:

• Demolition: 4 weeks
• Site Prepartion: 1 week
 Grading: 1 week
• Build
ing Construction: 20 weeks
• Paving: 2 weeks
• Architectural Coating: 2 weeks

Construction‐worker and vendor trips estimates by construction phase were based on CalEEMod default data. Mass grading would include the entire project site. Approximately 20 total trips would be required to remove demolition material. No fill impo rt is anticipated
during the site preparation or grading phases. CalEEMod default trip length values were used for the distances for all construction‐related trips. Defaults for the construction equipment mix and vehicle trips used for estimating the project‐generated construction emissions were used and are provided in Ap pendix A.

As discussed, the project would implement dust control strategies as a project design feature.

To reflect implementation of proposed dust control strategies, the following was used in CalEEMod:

 Water exposed area two times per day (55% reduction in PM10 and PM2.5); and  Limit equipoment idling to 5 minut
es.

Daily construction emissions are shown in Table 5.

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20 Table 5
Estimated Maximum Daily Construction Emissions with Dust Control Measures Construction
Phase
Maximum Emissions (lbs/day)
ROG NO x CO SOx PM 10 PM 2.5
2025 Maximum
lbs/day 1.5 14.4 15.8 0.02 3.4 1.9
2026 Maximum
lbs/day 32.7 8.9 12.0 0.02 0.7 0.3
SDAPCD Regional
Thresholds 75 250 550 250 100 55
Threshold
Exceeded 2022 No No No No No No

As shown in Table 5, construction of the proposed project would not exceed the SDAPCD daily thresholds. With SDAPCD Rule 55 compliance, federal, state and local construction emission thresholds would be met. Construction emissions would not result in a cumulatively considerable net increase of any criteria pollutant for which the project region is in non‐ attainme
nt under an applicable federal or state ambient air quality standard. Impacts will be less than significant.

Operational Impacts

Emissions from the operational phase of the project were estimated using CalEEMod version 2022.1. Operational year 2025 was assumed consistent with completion of project construction.

Area Sources. CalEEMod was used to estimate operational emissions from area sources, including emissions from consumer product use, architectural coatings, and landscape maintenance equipment. Emissions associated with space hea ting and water heating are calculated in the building energy use module of CalEEMod.

Consumer products are chemically formulated products used by household and institutional consumers, including detergents; cleaning compounds; polishes; floor finishes; cosmetics; personal care products; home, lawn, and garden products; disinfectants; sanitizers; aerosol paints; and automotive specialty products. Other paint products, furniture coatings, or architectural coatings are not considered consumer products. Consumer product VOC emissions are estimated in CalEEMod based on the floor area of buildings and on the default factor of pounds of VOC per building square foot per day. The CalEEMod default values for consumer products were used.

VOC off‐gassing emissions result from evaporation of solvents contained in surface coatings such as paints and
primers used during building maintenance. CalEEMod calculates the VOC evaporative emissions from application of surface coatings based on the VOC emission factor, the building square footage, the assumed fraction of surface area, and the reapplication rate.

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21 VOC emissions were estimated based on compliance with SDAPCD Rule 67.0.1 which limits the VOC concentrations of various coatings sold and used in San Diego County. Rule 67.0.1, Table 1, lists numeous types of coatings and the allowable VOC concentrations in grams/litre (g/L).The three general coating categories are 50 grams per liter (g/L) VOC for flat coatings, 100 g/L VOC for non‐flat coatings and 15 0 g/L VOC for non‐flat high gloss coatings. Consistent with typical construction practices, it is anticipated that interior and exterior paint would not exceed non‐flat coating limits, exterior paint would not exceed non‐flat coating limits and a small portion of exterior paint and finishes (trim and other minor finishes) would not exceed non‐flat high‐gloss coatings limits. The interior and exterior coatings were estimated to have 50 g/L VOC while the traffic marking coatings were estimated to be limited to 100 g/L VOC. The default values in CalEEMod 2022.1 rely on compliance with SDAPCD Rule 67.0.1 referenced above.

Energy Sources. Energy sources include emissions associated with building electricity and natural gas use. Electricity use would contribute indirectly to criteria air pollutant emissions; however, the emissions from electricity use are only quantified for GHGs in CalEEMod, since criteria pollutant emissions occur at the site of the power plant, which is typically off site. The Project will install Energy Star, or equivalent, dishwashers, clothes washers, refrigerators, and fans; bicycle parking facilities and electric vehicle charging station.

Mobile Sources. CalEEMod default data, including trip characteristics, trip lengths, variable start information and emissions factors were used for the model inputs. Project‐related traffic includes the mixture of vehicles consistent with CalEEMod default vehicle fleet assumptions.

Emission factors for 2026 (the first full year of project operation) were used to estimate emissions associated with full buildout of the project. Trip data used are 5.4 daily trips per reasidential unit and 44.3 trips per square foot of retail space or a total of 436 daily trips. Based on proximity to transit, these data likely provide a conservative estimate of daily trips.

Table 6 summarizes are
a, energy and mobile source emissions associated with operation of the proposed project. As shown in Table 6, daily emissions would not exceed the SDAPCD thresholds for ROG, NOX, CO, SOX, PM10 or PM2.5. Therefore, the project’s air quality emissions(including impacts related to criteria pollutants, sensitive receptors and violations of air quality standards) would not result in a cumulatively considerable net increase of any criteria pollutant for which the project region is in non‐attainment under an applicable federal or state ambient air quality stand ard. Impacts will be less than significant.

c. Would the project expose sensitive receptors to substantial pollutant concentrations?

would be considered a significant impact. The California Office of Environmental Health Hazard Assessment (OEHHA) health risk guidance states that a residential receptor should be

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22 evaluated based on a 30‐year exposure period. “Individual Cancer Risk” is the likelihood that a person exposed to concentrations of toxic air contaminants over a 70‐year lifetime will contract cancer, based on the use of standard risk‐assessment methodology. The estimated construction schedule duration would be approximately 6‐7 months; ho wever, only a portion of the overall construction work would require the use of diesel‐powered equipment. The proposed project would not result in a long‐term (i.e., 30 or 70 year) exposure to a substantial source of toxic air contaminant emissions; and thus, neighboring residents would not be exposed to the related individ
ual cancer risk. Further, existing and planned land use within the project area is focused on residential uses. Thus, existing and future residents would not be exposed to neighboring development that generates TACs. Therefore, the project would not expose sensitive receptors to substantial concentrations of TACs. Impacts would be le ss than signficant.

Carbon Monoxide Hotspots

As discussed, carbon monoxide is a colorless, odorless, poisonous gas that may be found in high concentrations near areas of high traffic volumes. CO emissions are a function of vehicle idling time, meteorological conditions, and traffic flow. The SDAB is in attainment of state and federal CO standards; thus, CO data is no longer collected and not all mo nitoring stations have CO data available. The East Valley monitoring station in Escondido is the closest monitoring station to the site that collected CO data. The maximum 8‐hour average CO level recorded in 2015, was 2.0 parts per million (ppm). Concentrations at tha t time were below the 9‐ppm state and federal 8‐hour standard.

Table 6
Estimated Operational Emissions

Estimated Emissions (lbs/day)
ROG NO X CO SO X PM 10 PM 2.5
Proposed Project
Maximum lbs/day - 2026 3.3 1.3 16.9 0.03 2.7 0.7
SDAPCD Thresholds 75 250 550 250 100 55
Threshold Exceeded? No No No No No No
Maximum lbs/hour -- 0.05 0.7 0.001 -- --
SDACPD Thresholds -- 25 100 25 -- --
Threshold Exceeded? No No No No No No
Maximum tons/year 0.6 0.2 3.1 0.005 0.5 0.1
SDAPCD Thresholds 13.7 40 100 40 15 10
Threshold Exceeded? No No No No No No
See Appendix for CalEEMod version. 2022.1 computer model output - summer emissions shown

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23 Numerous factors are related to the formation of CO hotspots. The potential for CO hotspots in the SDAB is steadily decreasing because of the continued improvement in vehicular emissions at a rate faster than the rate of vehicle growth and/or congestion and the already very low ambient CO concentrations. Furthermore, CO transport is e xtremely limited and disperses rapidly with distance from the source. Under certain extreme meteorological conditions, however, CO concentrations near a congested roadway or intersection may reach unhealthy levels.

Typically, high CO concentrations are associated with roadways or intersections operating under congested conditions. Projects contributing to adverse traffic conditions may contribute to the formation of CO hotspots. Because the City of Carlsbad does not have CO hotspot guidance, the guidance recommended by the County of San Diego was applied to evaluate the potential for CO hotspot
s to occur as a result of the project. As indicated in the County of San Diego Guidelines for Determining Significance and Report Format and Content Requirements Air Quality (County of San Diego 2007), a site‐specific CO hotspot analysis should be performed if a proposed development would cause road intersections to operate at or below a LOS E with intersection peak‐hour trips exceedin
g 3,000.

The proposed project screened out of preparation of a traffic study per the Vehicle Miles Traveled (VMT) Analysis Guidelines (May 2023). The site is located within one‐half mile of transit located along Grand Street an
d the Carlsbad Village multimodal station. thus, it is not expected to advsersly impact traffic volumes or traffic operation proximal to the site or otherwise result in CO hot spots that could expose sensitive receptors to substantial pollutant concentrations. Impacts would be less than significant.

Indoor Air Quality

CARB has stated that the control measures it has approved for reducing indoor emissions associated with the use of composite wood products, including formaldehyde, provides a level of control that protects health and safety. The first emission standards (Phase 1) went into effect in 2009 and more stringent Phase 2 standards are now in eff ect for all composite wood panels and finished goods sold in California. CARB regulations include provisions for no‐added formaldehyde and ultra‐low emitting formaldehyde‐based resins, to encourage the use of these lower‐emitting resins in composite wood products. Further, the project would be constructed using the mos t current ventilation requirements found in the Title 24 standards, including the requirement that new developments use MERV 13 or higher air filters and include mandatory compliance with the stringent CARB Phase 2 emission standards. Thus, the use of composite wood project will have no adverse impact on indoor air qua lity.

d. Would the project result in other emissions (such as those leading to odors) adversely affecting a substantial number of people?

The State of California Health and Safety Code, Division 26, Part 4, Chapter 3, Section 41700, SDAPCD Rule 51, and City of Carlsbad Municipal Code Section 6.16.010, commonly referred to July 28, 2026
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24 as public nuisance law, prohibits emissions from any source whatsoever in such quantities of air contaminants or other material that cause injury, detriment, nuisance, or annoyance to the public health or damage to property. Projects required to obtain permits from SDAPCD are evaluated by SDAPCD staff for potential odor nuisance, and conditions may be applied (or control equipment required) where necessary to prevent occ urrence of public nuisance.

SDAPCD Rule 51 also prohibits emission of any material that causes nuisance to a considerable number of persons or endangers the comfort, health, or safety of any person. A project that involves a use that would produce o bjectionable odors would be deemed to have a significant odor impact if it would affect a considerable number of off‐site receptors. Odor issues are subjective by the nature of odors themselves and due to the fact that their measurements are difficult to quantify. As a result, this guideline is qualitative and will focus on the existing and potential surrounding uses an
d location of sensitive receptors.

The occurrence and severity of potential odor impacts depends on numerous factors. The nature, frequency, and intensity of the source; the wind speeds and direction; and the sensitivity of receiving location each contribute to the intensity of the i mpact. Although offensive odors seldom cause physical harm, they can be annoying and cause distress among the public and generate citizen complaints. Odors would be potentially generated from vehicles and equipment exhaust emissions during construction of the project. Potential odors produced during construction would be attrib utable to exhaust emissions, architectural coatings, and asphalt pavement application. Such odors would disperse rapidly from the project site and generally occur at magnitudes that would not affect substantial numbers of people. Therefore, project construction activities would not result in other emissions (such as those leading to odors) adversely affecting a substan tial number of people. Impacts would be less than significant.

Land uses that typically are associated with odor complaints include agricultural uses, wastewater treatment plants, food processing plants, chemical plants, industrial activities, composting, refineries, landfills, dairies, and fiberglass molding facilities. The project would construct and operate 12 multifamily residential units and related infrastruct ure improvements.

The project would not include land uses that typically result in emissions (such as those leading to odors) that adversely affect a substantial number of people; thus, impacts would be less than significant.

GREENHOUSE GAS EMISSIONS ASSESSMENT

The purpose of this report is to demonstrate that the Project meets the conditions for a Class 32 categorical exemption for air quality. The following analysis provides GHG emissions from construction and operational activities for informational purposes only.

Methodology

GHG emissions associated with construction and operation of the proposed project and existing development have been estimated using California Emissions Estimator Model (CalEEMod) version 2022.1.

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25 Construction Emissions

Construction of the proposed project would generate temporary GHG emissions primarily associated with the operation of construction equipment, worker trips and truck trips required for hauling excavation spoils, materials and equipment. Site preparation and grading typically generate the greatest emission quantities because the use of heavy equipment is greatest during this phas e of construction. Emissions associated with the construction period were estimated based on the projected maximum amount of equipment that would be used on‐site at one time.

Air districts such as the SDAPCD have recommended amortizing construction‐related emissions over a 30‐year period to calculate annual emissions. Complete CalEEMod resu lts and assumptions can be viewed in the Appendix.

Operational Emissions

Default values used in CalEEMod version 2022.1 are based on the CEC sponsored California Commercial End Use Survey (CEUS) and Residential Appliance Saturation Survey (RASS) studies.

CalEEMod provides operational emissions of CO
2, N2O and CH4. This methodology has been
subjected to peer review by numerous public and private stakeholders, and in particular by the CEC; and therefore, is considered reasonable and reliable for use in GHG impact analysis pursuant to CEQA. It is also recommended by CAPCOA (January 2008).

Emissions associated with area sources (i.e., co
nsumer products, landscape maintenance, and
architectural coating) were calculated in CalEEMod based on standard emission rates from CARB, USEPA, and district supplied emission factor values (CalEEMod User Guide, 2022). Emissions from waste generation were also calculated in CalEEMod and are based on the IPCC’s methods for quantifying GHG emissions from solid was te using the degradable organic content of waste (CalEEMod User Guide, April 2022). Waste disposal rates by land use and overall composition of municipal solid waste in California was primarily based on data provided by the California Department of Resources Recycling and Recovery (CalRecycle).

Emissions from water and wastewater usage ca
lculated in CalEEMod were based on the default
electricity intensity from the CEC’s 2006 Refining Estimates of Water‐Related Energy Use in California using the average values for Northern and Southern California. Emissions from mobile sources were quantified based on trip generation rates in the Local Transportation Analysis (March 2022).

Constru
ction Emissions. Construction activity analysis is based on the anticipated construction period beginning in mid 2025 and ending late 2025. Based on CalEEMod results, construction activity for the project would generate an estimated 264 metric tons of carbon dioxide equivalent (CO2E) in 2025 as shown in Table 7. Amortized over a 30‐year period (the assumed life of the project), construction of the proposed project would generate 9 metric tons of CO2E per year.

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26 Table 7
Estimated Construction Related Greenhouse Gas
Emissions
Year Annual Emissions
(metric tons CO2E)
2025 174
2026 90
Total 264
Amortized over 30 years 9
See Appendix for CalEEMod software program output

Operational Indirect and Stationary Direct Emissions. Operational emissions relate to energy use, solid waste, water use, and transportation. Each source is discussed below and includes the emissions associated with existing development and the anticipated emissions that would result from the proposed project.

Energy Use. CalEEMod default values for electricity use and natural gas consumption for each land use type were applied for the proposed land use designation. The energy use from residential and commercial land uses is calculated in CalEEMod based on the Commercial End‐ Use Survey. Energy use in buildings (both natural gas and electricity) is divided by CalEEMod into end‐use categories subject to Title 24 requirements (end uses associa ted with the building envelope, such as the HVAC system, water heating system, and integrated lighting) and those not subject to Title 24 requirements (such as appliances, electronics, and miscellaneous“plug‐in” uses).

Operational GHG emissions from energy sources include natural gas combustion for appliances and space an d water heating. The current Title 24, Part 6 standards, referred to as the 2022 Title 24 Building Energy Efficiency Standards, became effective on January 1, 2023. The current version of CalEEMod calculates electricity and natural gas emissions based on consumption estimates and Title 24 2019 Building Energy Efficiency Standards (CalEEMod Users Guide, 2022). CalEE
Mod default energy intensity factors (CO2, CH4, and N2O mass emissions per kilowatt hour) for SDG&E were based on the value for SDG&E’s energy mix in 2021. As shown in Table 8, the overall emissions associated with electrical energy use at the project site would be approximately 69 metric tons of CO2E per year. An additional 20 MT CO2E would be attributable to natural gas.

Water Use Emissions. Based on the amount of electricity generated to supply and convey this amount of water, as shown in Table 9, the project would generate approximately 5 metric tons of CO2E per year. Emissions related to water consumption would be reduced by 20% per Senate Bill X7‐7, by implementing measures that include the installation of low flow plumbing fixtures (i.e., faucets, toilets, show heads) and water efficient irrigation systems.

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27 Table 8
Estimated Annual Energy-Related Greenhouse Gas Emissions Emission Source Annual Emissions
(CO2E)
Proposed Project
Electricity 69 metric tons
Natural Gas 20 metric tons
Total 89 metric tons
See Appendix for CalEEMod software program output.

Solid Waste Emissions. Implementation of a municipal recycling program that would achieve a 75% diversion rate statewide is required for residential uses per the California Integrated Waste Management Act of 1989 (AB 939). The CalEEMod results indicate that the project would result in approximately 3 metric tons of CO2E per year associated with solid waste disposed within landfills provided 75% of solid waste is recycled (Table 9).

Transportation Emissions. Mobile source GHG emissions were estimated using the trip generation rates provided in CalEEMod 2022.1 (i.e., Institute of Transportation Engineers, Trip Generation Manual 11th Edition). Table 10 shows the estimated mobile emissions of GHGs for the project based on the estimated annual VMT of 1,321,647 as estimated by CalEEMod 2022.1 (see Appendix A) As shown in Table 10, the project would generate approximately 484 metric tons of CO2E associated with new vehicle trips.

Combined Construction, Stationary and Mobile Source Emissions

Table 11 combines the net new construction, operational, and mobile GHG emissions associated with the proposed project. As discussed above, temporary emissions associated with construction activity (approximately 264 metric tons CO2E) are amortized over 30 years (the anticipated life of the project). For the proposed project, the combined annual emissions would total approximately 591 metric tons per year of CO2E.

Table 9
Estimated Annual
Solid Waste and Water Use Greenhouse Gas Emissions
Emission Source Annual Emissions
(CO2E)
Water 5 metric tons
Solid Waste 3 metric tons
Total Water and Solid Waste 8 metric tons
See Appendix for CalEEMod software program output.

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28 Table 10
Estimated Annual Mobile Emissions of Greenhouse Gases
Emission Source Annual Emissions
(CO2E)
Proposed Project
Mobile Emissions (CO2 & CH4) 484 metric tons
Total 484 metric tons
See Appendix for CalEEMod software program output.

Table 11
Combined Annual Greenhouse Gas Emissions
Emission Source Annual Emissions
(CO2E)
Construction 9 metric tons
Operational
Energy
Solid Waste
Water
Area Source

89 metric tons
3 metric tons
5 metric tons
1 metic tons
Mobile 484 metric tons
Total 591 metric tons
See Appendix for CalEEMod software program output.

Conclusion

As stated herein, the project is new construction of 50 new multifamily units with 51 parking spaces and 3,824 square feet of retail space. Each unit would be wired for EV charging.

Would the project conflict with or obstruct implementation of the applicable air quality plan?

The project is consistent with the VB zoning desi
gnation and is anticipated in the local
plans and SANDAG’s population and employment growth projections. Thus, the project would be within SANDAG’s population growth forecast and would not conflict with the SIP and RAQS.

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

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29 Project construction and operational emissions would not exceed the SDAPCD thresholds. Thus, the project would not result in a cumulatively considerable net increase of any criteria pollutant for which the project region is in non‐attainment under an applicable federal or state ambient air quality standard.

Would the project expose sensitive receptors to substantial pollutant concentrations? The project would not cause or contrib
ute to CO hot spots or otherwise expose receptors
to substantial pollutant concentrations during construction or operations.

Would the project result in other emissions (such as those leading to odors) adversely affecting a substantial number of people?

The project would provide 50 multifamily units, a ssociated garage parking and 3,824
square feet of retail space. These uses would not result in other emissions (such as those leading to odors) adversely affecting a substantial number of people.

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30 REFERENCES

Association of Environmental Professionals. California Environmental Quality Act (CEQA) Statute and Guidelines. 2021

California Air Pollution Control Officers Association. CEQA and Climate Change: Addressing Climate Change through California Environmental Quality Act (CEQA). January 2008.

California Air Pollution Control Officers Association. California Emission Estimator Model version 2022.1.1.22, May 2022.

California Air Resources Board. Ambient Air Qu
ality Standards. Updated February, 2016.
http://www.aqmd.gov/docs/default‐source/clean‐air‐plans/air‐quality‐management‐ plans/naaqs‐caaqs‐feb2016.pdf

California Air Resources Board, Maps of State and Federal Area Designations, https://ww2.arb.ca.gov/resources/documents/maps‐state‐and‐federal‐area‐ designations?corr

California Air Resources Board. 2020, 2021, & 2022 Annual Air Quality Data Summaries. http://www.arb.ca.gov/adam/topfour/topfour1.php. Accessed May 202 4.

California Air Resources Board, California Greenhouse Gas Emissions for 2000 to 2018, 2020 Edition.
https://ww3.arb.ca.gov/cc/inventory/pubs/reports/2000_2018/ghg_inventory_trends_00‐

18.pdf

California Air Resources Board. June 2017. Greenhouse Gas Inventory Data Inventory Program.

Available: https://www.arb.ca.gov/cc/inventory/inventory.htm

California Air Resources Board. April 2012. Greenhouse Gas Inventory Data – 2020 Emissions Forecast. Available: http://www.arb.ca.gov/cc/inventory/data/ forecast.htm

California Air Resources Board. May 2014. 2020 Business As Usual Emission Projection, 2014 Edition. Available:
http://www.arb.ca.gov/cc/inventory/data/tables/2020_bau_forecast_by_scoping_categor y_2014‐05‐22.pdf

California Air Resources Board. June 2015. Greenhouse Gas Emissions Inventory– 2015 Edition Available: http://www.arb.ca.gov/cc/inventory/data/data.htm

California Climate Action Registry General Reporting Protocol, Reporting Entity‐Wide Greenhouse Gas Emissions, Version 3.1, January 2
009.

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31 California Environmental Protection Agency, March 2006. Climate Action Team Report to Governor Schwarzenegger and the Legislature.
http://www.climatechange.ca.gov/climate_action_team/reports/2006‐04‐ 03_FINAL_CAT_REPORT_EXECSUMMARY.PDF

City of Carlsbad. Carlsbad Climate Action Plan. September 2015, Updated April 2020.

City of Carlsbad. Vehicle Miles Traveled (VMT) Analysis Guidelines, May 2023.

Intergovernmental Panel on Climate Change [IPCC]. Revised 1996 IPCC Guidelines for National Greenhouse Gas Inventories. [Kroeze, C.; Mosier, A.; Nevison, C.; Oenema, O.; Seitzinger, S.; Cleemput, O. van; Co nrad, R.; Mitra, A.P.; H.U., Neue; Sass, R.]. Paris: OECD, 1997.

Intergovernmental Panel on Climate Change [IPCC]. Climate Change 2014 Synthesis Report, 2014.

Office of the California Attorney General. The California Environmental Quality Act, Addressing Global Warming Impacts at the Local Agency Level. Updated May 21, 2008. ht
tp://ag.ca.gov/globalwarming/pdf/GW_mitigation_measures.pdf

United States Environmental Protection Agency (U.S. EPA). Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990‐2010. U. S. EPA #430‐R‐11‐005. April 2012. http://www.epa.gov/climatechange/emissions/usinventoryreport.html

United States Environmental Protection Agency (U.S. EPA). Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990‐2015. U. S. EPA #430‐P‐17‐00 1. April 2017. https://www.epa.gov/ghgemissions/inventory‐us‐greenhouse‐gas‐emissions‐and‐sinks‐ 1990‐2015

United States Environmental Protection Agency (U.S. EPA). Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990‐2019, U. S. EPA #430‐R‐21‐001. February 2021 July 28, 2026
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Appendix A
CalEEMod Air Quality and Greenhouse Gas Emissions Model Results – Summer/Annual

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840 Carlsbad Village Drive Detailed Report
Table of Contents

1. Basic Project Information

1.1. Basic Project Information

1.2. Land Use Types

1.3. User-Selected Emission Reduction Measures by Emissions Sector

2. Emissions Summary

2.1. Construction Emissions Compared Against Thresholds

2.2. Construction Emissions by Y ear, Unmitigated

2.3. Construction Emissions by Y ear, Mitigated

2.4. Operations Emissions Compared Against Thresholds

2.5. Operations Emissions by Sector, Unmitigated

2.6. Operations Emissions by Sector, Mitigated

3. Construction Emissions Details

3.1. Demolition (2025) - Unmitigated

3.2. Demolition (2025) - Mitigated

3.3. Site Preparation (2025) - Unmitigated
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3.4. Site Preparation (2025) - Mitigated

3.5. Grading (2025) - Unmitigated

3.6. Grading (2025) - Mitigated

3.7. Building Construction (2025) - Unmitigated

3.8. Building Construction (2025) - Mitigated

3.9. Building Construction (2026) - Unmitigated

3.10. Building Construction (2026) - Mitigated

3.11. Paving (2026) - Unmitigated

3.12. Paving (2026) - Mitigated

3.13. Architectural Coating (2026) - Unmitigated

3.14. Architectural Coating (2026) - Mitigated

4. Operations Emissions Details

4.1. Mobile Emissions by Land Use

4.1.1. Unmitigated

4.1.2. Mitigated

4.2. Energy

4.2.1. Electricity Emissions By Land Use - Unmitigated

4.2.2. Electricity Emissions By Land Use - Mitigated
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4.2.3. Natural Gas Emissions By Land Use - Unmitigated

4.2.4. Natural Gas Emissions By Land Use - Mitigated

4.3. Area Emissions by Source

4.3.1. Unmitigated

4.3.2. Mitigated

4.4. Water Emissions by Land Use

4.4.1. Unmitigated

4.4.2. Mitigated

4.5. Waste Emissions by Land Use

4.5.1. Unmitigated

4.5.2. Mitigated

4.6. Refrigerant Emissions by Land Use

4.6.1. Unmitigated

4.6.2. Mitigated

4.7. Offroad Emissions By Equipment Type

4.7.1. Unmitigated

4.7.2. Mitigated

4.8. Stationary Emissions By Equipment Type
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4.8.1. Unmitigated

4.8.2. Mitigated

4.9. User Defined Emissions By Equipment Type

4.9.1. Unmitigated

4.9.2. Mitigated

4.10. Soil Carbon Accumulation By Vegetation Type

4.10.1. Soil Carbon Accumulation By Vegetation Type - Unmitigated

4.10.2. Above and Belowground Carbon Accumulation by Land Use Type - Unmitigated

4.10.3. Avoided and Sequestered Emissions by Species - Unmitigated

4.10.4. Soil Carbon Accumulation By Vegetation Type - Mitigated

4.10.5. Above and Belowground Carbon Accumulation by Land Use Type - Mitigated

4.10.6. Avoided and Sequestered Emissions by Species - Mitigated

5. Activity Data

5.1. Construction Schedule

5.2. Off-Road Equipment

5.2.1. Unmitigated

5.2.2. Mitigated

5.3. Construction Vehicles
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5.3.1. Unmitigated

5.3.2. Mitigated

5.4. Vehicles

5.4.1. Construction Vehicle Control Strategies

5.5. Architectural Coatings

5.6. Dust Mitigation

5.6.1. Construction Earthmoving Activities

5.6.2. Construction Earthmoving Control Strategies

5.7. Construction Paving

5.8. Construction Electricity Consumption and Emissions Factors

5.9. Operational Mobile Sources

5.9.1. Unmitigated

5.9.2. Mitigated

5.10. Operational Area Sources

5.10.1. Hearths

5.10.1.1. Unmitigated

5.10.1.2. Mitigated

5.10.2. Architectural Coatings
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5.10.3. Landscape Equipment

5.10.4. Landscape Equipment - Mitigated

5.11. Operational Energy Consumption

5.11.1. Unmitigated

5.11.2. Mitigated

5.12. Operational Water and Wastewater Consumption

5.12.1. Unmitigated

5.12.2. Mitigated

5.13. Operational Waste Generation

5.13.1. Unmitigated

5.13.2. Mitigated

5.14. Operational Refrigeration and Air Conditioning Equipment

5.14.1. Unmitigated

5.14.2. Mitigated

5.15. Operational Off-Road Equipment

5.15.1. Unmitigated

5.15.2. Mitigated

5.16. Stationary Sources
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5.16.1. Emergency Generators and Fire Pumps

5.16.2. Process Boilers

5.17. User Defined

5.18. Vegetation

5.18.1. Land Use Change

5.18.1.1. Unmitigated

5.18.1.2. Mitigated

5.18.1. Biomass Cover Type

5.18.1.1. Unmitigated

5.18.1.2. Mitigated

5.18.2. Sequestration

5.18.2.1. Unmitigated

5.18.2.2. Mitigated

6. Climate Risk Detailed Report

6.1. Climate Risk Summary

6.2. Initial Climate Risk Scores

6.3. Adjusted Climate Risk Scores

6.4. Climate Risk Reduction Measures
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7. Health and Equity Details

7.1. CalEnviroScreen 4.0 Scores

7.2. Healthy Places Index Scores

7.3. Overall Health & Equity Scores

7.4. Health & Equity Measures

7.5. Evaluation Scorecard

7.6. Health & Equity Custom Measures

8. User Changes to Default Data
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1. Basic Project Information

1.1. Basic Project Information
Data Field Value
Project Name 840 Carlsbad Village Drive
Construction Start Date 6/2/2025
Operational Y ear 2026
Lead Agency —
Land Use Scale Project/site
Analysis Level for Defaults County
Windspeed (m/s) 1.90
Precipitation (days) 21.8
Location 33.161872844642346, -117.34554065328558
County San Diego
City Carlsbad
Air District San Diego County APCD
Air Basin San Diego
TAZ 6228
EDFZ 12
Electric Utility San Diego Gas & Electric
Gas Utility San Diego Gas & Electric
App Version 2022.1.1.26

1.2. Land Use Types
Land Use Subtype Size Unit Lot Acreage Building Area (sq ft) Landscape Area (sq ft)
Special Landscape
Area
(sq ft)
Population Description
Apartments Mid
Rise

50.0 Dwelling Unit 1.32 48,000 2,000 — 139 —
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Strip Mall 3.70 1000sqft 0.08 3,824 500 — — —
Unenclosed
Parking Structure

50.0 Space 0.47 20,800 200 — — —

1.3. User-Selected Emission Reduction Measures by Emissions Sector Sector # Measure Title
Construction C-2* Limit Heavy-Duty Diesel Vehicle Idling Water W-7 Adopt a Water Conservation Strategy
Waste S-1/S-2 Implement Waste Reduction Plan
* Qualitative or supporting measure. Emission reductions not included in the mitigated emissions results.

2. Emissions Summary

2.1. Construction Emissions Compared Against Thresholds Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Un/Mit. ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Unmit. 32.7 14.4 15.8 0.03 0.64 2.85 3.49 0.59 1.36 1.95 — 2,943 2,943 0.12 0.08 2.24 2,970 Mit. 32.7 14.4 15.8 0.03 0.64 2.85 3.49 0.59 1.36 1.95 — 2,943 2,943 0.12 0.08 2.24 2,970 %
Reduced
— — — — — — — — — — — — — — — — —
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Unmit. 1.26 9.43 12.0 0.02 0.33 0.45 0.78 0.31 0.11 0.41 — 2,447 2,447 0.11 0.06 0.06 2,469 Mit. 1.26 9.43 12.0 0.02 0.33 0.45 0.78 0.31 0.11 0.41 — 2,447 2,447 0.11 0.06 0.06 2,469 %
Reduced
— — — — — — — — — — — — — — — — —
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Average
Daily
(Max)
— — — — — — — — — — — — — — — — —
Unmit. 1.16 4.24 5.23 0.01 0.16 0.22 0.38 0.14 0.06 0.21 — 1,040 1,040 0.04 0.03 0.36 1,049 Mit. 1.16 4.24 5.23 0.01 0.16 0.22 0.38 0.14 0.06 0.21 — 1,040 1,040 0.04 0.03 0.36 1,049 %
Reduced
— — — — — — — — — — — — — — — — —
Annual
(Max)
— — — — — — — — — — — — — — — — —
Unmit. 0.21 0.77 0.95 < 0.005 0.03 0.04 0.07 0.03 0.01 0.04 — 172 172 0.01 < 0.005 0.06 174 Mit. 0.21 0.77 0.95 < 0.005 0.03 0.04 0.07 0.03 0.01 0.04 — 172 172 0.01 < 0.005 0.06 174 %
Reduced
— — — — — — — — — — — — — — — — —

2.2. Construction Emissions by Y ear, Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Y ear ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily -
Summer
(Max)
— — — — — — — — — — — — — — — — —
2025 1.55 14.4 15.8 0.03 0.64 2.85 3.49 0.59 1.36 1.95 — 2,943 2,943 0.12 0.08 2.24 2,970 2026 32.7 8.99 12.1 0.02 0.30 0.45 0.74 0.27 0.11 0.38 — 2,458 2,458 0.10 0.06 2.05 2,481 Daily -
Winter
(Max)
— — — — — — — — — — — — — — — — —
2025 1.26 9.43 12.0 0.02 0.33 0.45 0.78 0.31 0.11 0.41 — 2,447 2,447 0.11 0.06 0.06 2,469 2026 1.19 9.02 11.8 0.02 0.30 0.45 0.74 0.27 0.11 0.38 — 2,434 2,434 0.10 0.06 0.05 2,456 Average
Daily
— — — — — — — — — — — — — — — — —
2025 0.54 4.24 5.23 0.01 0.16 0.22 0.38 0.14 0.06 0.21 — 1,040 1,040 0.04 0.03 0.36 1,049 2026 1.16 2.02 2.69 < 0.005 0.07 0.10 0.16 0.06 0.02 0.08 — 542 542 0.02 0.01 0.19 547 Annual — — — — — — — — — — — — — — — — —
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2025 0.10 0.77 0.95 < 0.005 0.03 0.04 0.07 0.03 0.01 0.04 — 172 172 0.01 < 0.005 0.06 174 2026 0.21 0.37 0.49 < 0.005 0.01 0.02 0.03 0.01 < 0.005 0.02 — 89.7 89.7 < 0.005 < 0.005 0.03 90.5

2.3. Construction Emissions by Y ear, Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Y ear ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily -
Summer
(Max)
— — — — — — — — — — — — — — — — —
2025 1.55 14.4 15.8 0.03 0.64 2.85 3.49 0.59 1.36 1.95 — 2,943 2,943 0.12 0.08 2.24 2,970 2026 32.7 8.99 12.1 0.02 0.30 0.45 0.74 0.27 0.11 0.38 — 2,458 2,458 0.10 0.06 2.05 2,481 Daily -
Winter
(Max)
— — — — — — — — — — — — — — — — —
2025 1.26 9.43 12.0 0.02 0.33 0.45 0.78 0.31 0.11 0.41 — 2,447 2,447 0.11 0.06 0.06 2,469 2026 1.19 9.02 11.8 0.02 0.30 0.45 0.74 0.27 0.11 0.38 — 2,434 2,434 0.10 0.06 0.05 2,456 Average
Daily
— — — — — — — — — — — — — — — — —
2025 0.54 4.24 5.23 0.01 0.16 0.22 0.38 0.14 0.06 0.21 — 1,040 1,040 0.04 0.03 0.36 1,049 2026 1.16 2.02 2.69 < 0.005 0.07 0.10 0.16 0.06 0.02 0.08 — 542 542 0.02 0.01 0.19 547 Annual — — — — — — — — — — — — — — — — —
2025 0.10 0.77 0.95 < 0.005 0.03 0.04 0.07 0.03 0.01 0.04 — 172 172 0.01 < 0.005 0.06 174 2026 0.21 0.37 0.49 < 0.005 0.01 0.02 0.03 0.01 < 0.005 0.02 — 89.7 89.7 < 0.005 < 0.005 0.03 90.5

2.4. Operations Emissions Compared Against Thresholds
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Un/Mit. ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
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Unmit. 3.40 1.38 16.9 0.03 0.03 2.73 2.76 0.03 0.69 0.72 25.8 3,760 3,786 2.78 0.13 11.1 3,906 Mit. 3.40 1.38 16.9 0.03 0.03 2.73 2.76 0.03 0.69 0.72 8.60 3,755 3,764 1.05 0.13 11.1 3,840 %
Reduced
— — — — — — — — — — 67% < 0.5% 1% 62% 1% — 2%
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Unmit. 2.93 1.47 12.3 0.03 0.03 2.73 2.76 0.03 0.69 0.72 25.8 3,606 3,632 2.78 0.14 0.64 3,744 Mit. 2.93 1.47 12.3 0.03 0.03 2.73 2.76 0.03 0.69 0.72 8.60 3,601 3,610 1.06 0.14 0.64 3,678 %
Reduced
— — — — — — — — — — 67% < 0.5% 1% 62% 1% — 2%
Average
Daily
(Max)
— — — — — — — — — — — — — — — — —
Unmit. 3.01 1.38 13.4 0.03 0.03 2.52 2.55 0.03 0.64 0.67 25.8 3,442 3,468 2.77 0.13 4.70 3,581 Mit. 3.01 1.38 13.4 0.03 0.03 2.52 2.55 0.03 0.64 0.67 8.60 3,437 3,446 1.05 0.13 4.70 3,516 %
Reduced
— — — — — — — — — — 67% < 0.5% 1% 62% 1% — 2%
Annual
(Max)
— — — — — — — — — — — — — — — — —
Unmit. 0.55 0.25 2.45 0.01 0.01 0.46 0.47 0.01 0.12 0.12 4.28 570 574 0.46 0.02 0.78 593 Mit. 0.55 0.25 2.45 0.01 0.01 0.46 0.47 0.01 0.12 0.12 1.42 569 571 0.17 0.02 0.78 582 %
Reduced
— — — — — — — — — — 67% < 0.5% 1% 62% 1% — 2%

2.5. Operations Emissions by Sector, Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Sector ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Mobile 1.77 1.25 13.0 0.03 0.02 2.73 2.75 0.02 0.69 0.71 — 3,192 3,192 0.15 0.12 10.7 3,242 July 28, 2026
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Area 1.62 0.04 3.90 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 0.00 12.0 12.0 < 0.005 < 0.005 — 12.0 Energy 0.01 0.09 0.04 < 0.005 0.01 — 0.01 0.01 — 0.01 — 533 533 0.03 < 0.005 — 535 Water — — — — — — — — — — 3.89 22.7 26.6 0.40 0.01 — 39.5 Waste — — — — — — — — — — 21.9 0.00 21.9 2.19 0.00 — 76.8 Refrig. — — — — — — — — — — — — — — — 0.37 0.37
Total 3.40 1.38 16.9 0.03 0.03 2.73 2.76 0.03 0.69 0.72 25.8 3,760 3,786 2.78 0.13 11.1 3,906 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Mobile 1.73 1.37 12.2 0.03 0.02 2.73 2.75 0.02 0.69 0.71 — 3,050 3,050 0.16 0.13 0.28 3,093 Area 1.20 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 Energy 0.01 0.09 0.04 < 0.005 0.01 — 0.01 0.01 — 0.01 — 533 533 0.03 < 0.005 — 535 Water — — — — — — — — — — 3.89 22.7 26.6 0.40 0.01 — 39.5 Waste — — — — — — — — — — 21.9 0.00 21.9 2.19 0.00 — 76.8 Refrig. — — — — — — — — — — — — — — — 0.37 0.37
Total 2.93 1.47 12.3 0.03 0.03 2.73 2.76 0.03 0.69 0.72 25.8 3,606 3,632 2.78 0.14 0.64 3,744 Average
Daily
— — — — — — — — — — — — — — — — —
Mobile 1.60 1.27 11.5 0.03 0.02 2.52 2.54 0.02 0.64 0.66 — 2,880 2,880 0.14 0.12 4.34 2,924 Area 1.41 0.02 1.92 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 0.00 5.90 5.90 < 0.005 < 0.005 — 5.92 Energy 0.01 0.09 0.04 < 0.005 0.01 — 0.01 0.01 — 0.01 — 533 533 0.03 < 0.005 — 535 Water — — — — — — — — — — 3.89 22.7 26.6 0.40 0.01 — 39.5 Waste — — — — — — — — — — 21.9 0.00 21.9 2.19 0.00 — 76.8 Refrig. — — — — — — — — — — — — — — — 0.37 0.37
Total 3.01 1.38 13.4 0.03 0.03 2.52 2.55 0.03 0.64 0.67 25.8 3,442 3,468 2.77 0.13 4.70 3,581 Annual — — — — — — — — — — — — — — — — —
Mobile 0.29 0.23 2.09 0.01 < 0.005 0.46 0.46 < 0.005 0.12 0.12 — 477 477 0.02 0.02 0.72 484 Area 0.26 < 0.005 0.35 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 0.00 0.98 0.98 < 0.005 < 0.005 — 0.98 Energy < 0.005 0.02 0.01 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 — 88.2 88.2 0.01 < 0.005 — 88.5 July 28, 2026
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Water — — — — — — — — — — 0.64 3.76 4.40 0.07 < 0.005 — 6.54 Waste — — — — — — — — — — 3.63 0.00 3.63 0.36 0.00 — 12.7 Refrig. — — — — — — — — — — — — — — — 0.06 0.06
Total 0.55 0.25 2.45 0.01 0.01 0.46 0.47 0.01 0.12 0.12 4.28 570 574 0.46 0.02 0.78 593

2.6. Operations Emissions by Sector, Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Sector ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Mobile 1.77 1.25 13.0 0.03 0.02 2.73 2.75 0.02 0.69 0.71 — 3,192 3,192 0.15 0.12 10.7 3,242 Area 1.62 0.04 3.90 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 0.00 12.0 12.0 < 0.005 < 0.005 — 12.0 Energy 0.01 0.09 0.04 < 0.005 0.01 — 0.01 0.01 — 0.01 — 533 533 0.03 < 0.005 — 535 Water — — — — — — — — — — 3.11 18.2 21.3 0.32 0.01 — 31.6 Waste — — — — — — — — — — 5.49 0.00 5.49 0.55 0.00 — 19.2 Refrig. — — — — — — — — — — — — — — — 0.37 0.37
Total 3.40 1.38 16.9 0.03 0.03 2.73 2.76 0.03 0.69 0.72 8.60 3,755 3,764 1.05 0.13 11.1 3,840 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Mobile 1.73 1.37 12.2 0.03 0.02 2.73 2.75 0.02 0.69 0.71 — 3,050 3,050 0.16 0.13 0.28 3,093 Area 1.20 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 Energy 0.01 0.09 0.04 < 0.005 0.01 — 0.01 0.01 — 0.01 — 533 533 0.03 < 0.005 — 535 Water — — — — — — — — — — 3.11 18.2 21.3 0.32 0.01 — 31.6 Waste — — — — — — — — — — 5.49 0.00 5.49 0.55 0.00 — 19.2 Refrig. — — — — — — — — — — — — — — — 0.37 0.37
Total 2.93 1.47 12.3 0.03 0.03 2.73 2.76 0.03 0.69 0.72 8.60 3,601 3,610 1.06 0.14 0.64 3,678 Average
Daily
— — — — — — — — — — — — — — — — —
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Mobile 1.60 1.27 11.5 0.03 0.02 2.52 2.54 0.02 0.64 0.66 — 2,880 2,880 0.14 0.12 4.34 2,924 Area 1.41 0.02 1.92 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 0.00 5.90 5.90 < 0.005 < 0.005 — 5.92 Energy 0.01 0.09 0.04 < 0.005 0.01 — 0.01 0.01 — 0.01 — 533 533 0.03 < 0.005 — 535 Water — — — — — — — — — — 3.11 18.2 21.3 0.32 0.01 — 31.6 Waste — — — — — — — — — — 5.49 0.00 5.49 0.55 0.00 — 19.2 Refrig. — — — — — — — — — — — — — — — 0.37 0.37
Total 3.01 1.38 13.4 0.03 0.03 2.52 2.55 0.03 0.64 0.67 8.60 3,437 3,446 1.05 0.13 4.70 3,516 Annual — — — — — — — — — — — — — — — — —
Mobile 0.29 0.23 2.09 0.01 < 0.005 0.46 0.46 < 0.005 0.12 0.12 — 477 477 0.02 0.02 0.72 484 Area 0.26 < 0.005 0.35 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 0.00 0.98 0.98 < 0.005 < 0.005 — 0.98 Energy < 0.005 0.02 0.01 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 — 88.2 88.2 0.01 < 0.005 — 88.5 Water — — — — — — — — — — 0.52 3.01 3.52 0.05 < 0.005 — 5.23 Waste — — — — — — — — — — 0.91 0.00 0.91 0.09 0.00 — 3.18 Refrig. — — — — — — — — — — — — — — — 0.06 0.06
Total 0.55 0.25 2.45 0.01 0.01 0.46 0.47 0.01 0.12 0.12 1.42 569 571 0.17 0.02 0.78 582

3. Construction Emissions Details

3.1. Demolition (2025) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

1.47 13.9 15.1 0.02 0.57 — 0.57 0.52 — 0.52 — 2,494 2,494 0.10 0.02 — 2,502 Demoliti
on
— — — — — 0.25 0.25 — 0.04 0.04 — — — — — — —
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Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Average
Daily
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

0.08 0.76 0.83 < 0.005 0.03 — 0.03 0.03 — 0.03 — 137 137 0.01 < 0.005 — 137 Demoliti
on
— — — — — 0.01 0.01 — < 0.005 < 0.005 — — — — — — —
Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Off-Road
Equipment

0.01 0.14 0.15 < 0.005 0.01 — 0.01 0.01 — 0.01 — 22.6 22.6 < 0.005 < 0.005 — 22.7 Demoliti
on
— — — — — < 0.005 < 0.005 — < 0.005 < 0.005 — — — — — — — Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Worker 0.05 0.04 0.58 0.00 0.00 0.11 0.11 0.00 0.02 0.02 — 119 119 0.01 < 0.005 0.44 120 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.01 0.43 0.16 < 0.005 0.01 0.09 0.09 0.01 0.02 0.03 — 331 331 0.02 0.05 0.72 347 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Average
Daily
— — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 0.03 0.00 0.00 0.01 0.01 0.00 < 0.005 < 0.005 — 6.19 6.19 < 0.005 < 0.005 0.01 6.28 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 July 28, 2026
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Hauling < 0.005 0.02 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 — 18.1 18.1 < 0.005 < 0.005 0.02 19.0 Annual — — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 1.03 1.03 < 0.005 < 0.005 < 0.005 1.04 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 — 3.00 3.00 < 0.005 < 0.005 < 0.005 3.15

3.2. Demolition (2025) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

1.47 13.9 15.1 0.02 0.57 — 0.57 0.52 — 0.52 — 2,494 2,494 0.10 0.02 — 2,502 Demoliti
on
— — — — — 0.25 0.25 — 0.04 0.04 — — — — — — —
Onsite
tr
uck

0.08 0.76 0.83 < 0.005 0.03 — 0.03 0.03 — 0.03 — 137 137 0.01 < 0.005 — 137 Demoliti
on
— — — — — 0.01 0.01 — < 0.005 < 0.005 — — — — — — —
Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
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22.7—< 0.005< 0.00522.622.6—0.01—0.010.01—0.01< 0.0050.150.140.01Off-Road Equipment
Demoliti
on
— — — — — < 0.005 < 0.005 — < 0.005 < 0.005 — — — — — — — Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Worker 0.05 0.04 0.58 0.00 0.00 0.11 0.11 0.00 0.02 0.02 — 119 119 0.01 < 0.005 0.44 120 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.01 0.43 0.16 < 0.005 0.01 0.09 0.09 0.01 0.02 0.03 — 331 331 0.02 0.05 0.72 347 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Average
Daily
— — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 0.03 0.00 0.00 0.01 0.01 0.00 < 0.005 < 0.005 — 6.19 6.19 < 0.005 < 0.005 0.01 6.28 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling < 0.005 0.02 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 — 18.1 18.1 < 0.005 < 0.005 0.02 19.0 Annual — — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 1.03 1.03 < 0.005 < 0.005 < 0.005 1.04 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 — 3.00 3.00 < 0.005 < 0.005 < 0.005 3.15

3.3. Site Preparation (2025) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — —
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—————————————————Daily,
Summer
(Max)
Off-Road
Equipment

1.31 12.1 12.1 0.02 0.56 — 0.56 0.52 — 0.52 — 2,065 2,065 0.08 0.02 — 2,072 Dust
F
rom
Material
Movement
— — — — — 2.44 2.44 — 1.17 1.17 — — — — — — —
Onsite
tr
uck

0.01 0.07 0.07 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 — 11.3 11.3 < 0.005 < 0.005 — 11.4 Dust
F
rom
Material
Movement
— — — — — 0.01 0.01 — 0.01 0.01 — — — — — — —
Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Off-Road
Equipment
< 0.005 0.01 0.01 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 — 1.87 1.87 < 0.005 < 0.005 — 1.88 Dust
F
rom
Material
Movement
— — — — — < 0.005 < 0.005 — < 0.005 < 0.005 — — — — — — — Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
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Worker 0.03 0.02 0.35 0.00 0.00 0.06 0.06 0.00 0.01 0.01 — 71.2 71.2 < 0.005 < 0.005 0.27 72.2 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Average
Daily
— — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 < 0.005 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 0.37 0.37 < 0.005 < 0.005 < 0.005 0.38 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 < 0.005 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 0.06 0.06 < 0.005 < 0.005 < 0.005 0.06 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00

3.4. Site Preparation (2025) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

1.31 12.1 12.1 0.02 0.56 — 0.56 0.52 — 0.52 — 2,065 2,065 0.08 0.02 — 2,072 Dust
F
rom
Material
Movement
— — — — — 2.44 2.44 — 1.17 1.17 — — — — — — —
Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 July 28, 2026
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—————————————————Daily,
Winter
(Max)
Average
Daily
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Worker 0.03 0.02 0.35 0.00 0.00 0.06 0.06 0.00 0.01 0.01 — 71.2 71.2 < 0.005 < 0.005 0.27 72.2 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Average
Daily
— — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 < 0.005 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 0.37 0.37 < 0.005 < 0.005 < 0.005 0.38 July 28, 2026
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Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 < 0.005 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 0.06 0.06 < 0.005 < 0.005 < 0.005 0.06 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00

3.5. Grading (2025) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

1.51 14.1 14.5 0.02 0.64 — 0.64 0.59 — 0.59 — 2,455 2,455 0.10 0.02 — 2,463 Dust
F
rom
Material
Movement
— — — — — 2.76 2.76 — 1.34 1.34 — — — — — — —
Onsite
tr
uck

0.02 0.15 0.16 < 0.005 0.01 — 0.01 0.01 — 0.01 — 26.9 26.9 < 0.005 < 0.005 — 27.0 Dust
F
rom
Material
Movement
— — — — — 0.03 0.03 — 0.01 0.01 — — — — — — —
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Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Off-Road
Equipment
< 0.005 0.03 0.03 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 — 4.45 4.45 < 0.005 < 0.005 — 4.47 Dust
F
rom
Material
Movement
— — — — — 0.01 0.01 — < 0.005 < 0.005 — — — — — — —
Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Worker 0.04 0.03 0.46 0.00 0.00 0.08 0.08 0.00 0.02 0.02 — 94.9 94.9 < 0.005 < 0.005 0.36 96.3 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Average
Daily
— — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 < 0.005 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 0.99 0.99 < 0.005 < 0.005 < 0.005 1.01 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 < 0.005 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 0.16 0.16 < 0.005 < 0.005 < 0.005 0.17 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00

3.6. Grading (2025) - Mitigated
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Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

1.51 14.1 14.5 0.02 0.64 — 0.64 0.59 — 0.59 — 2,455 2,455 0.10 0.02 — 2,463 Dust
F
rom
Material
Movement
— — — — — 2.76 2.76 — 1.34 1.34 — — — — — — —
Onsite
tr
uck

0.02 0.15 0.16 < 0.005 0.01 — 0.01 0.01 — 0.01 — 26.9 26.9 < 0.005 < 0.005 — 27.0 Dust
F
rom
Material
Movement
— — — — — 0.03 0.03 — 0.01 0.01 — — — — — — —
Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 July 28, 2026
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Offsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Worker 0.04 0.03 0.46 0.00 0.00 0.08 0.08 0.00 0.02 0.02 — 94.9 94.9 < 0.005 < 0.005 0.36 96.3 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Average
Daily
— — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 < 0.005 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 0.99 0.99 < 0.005 < 0.005 < 0.005 1.01 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 < 0.005 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 0.16 0.16 < 0.005 < 0.005 < 0.005 0.17 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00

3.7. Building Construction (2025) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

1.07 8.95 10.0 0.02 0.33 — 0.33 0.30 — 0.30 — 1,801 1,801 0.07 0.01 — 1,807 Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 July 28, 2026
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Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

1.07 8.95 10.0 0.02 0.33 — 0.33 0.30 — 0.30 — 1,801 1,801 0.07 0.01 — 1,807 Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Average
Daily
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

0.37 3.06 3.44 0.01 0.11 — 0.11 0.10 — 0.10 — 617 617 0.03 0.01 — 619 Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Off-Road
Equipment

0.07 0.56 0.63 < 0.005 0.02 — 0.02 0.02 — 0.02 — 102 102 < 0.005 < 0.005 — 102 Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Worker 0.19 0.14 2.13 0.00 0.00 0.39 0.39 0.00 0.09 0.09 — 436 436 0.02 0.02 1.63 442 Vendor 0.01 0.31 0.14 < 0.005 < 0.005 0.06 0.06 < 0.005 0.02 0.02 — 234 234 0.01 0.03 0.61 245 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Worker 0.18 0.16 1.86 0.00 0.00 0.39 0.39 0.00 0.09 0.09 — 411 411 0.02 0.02 0.04 417 Vendor 0.01 0.32 0.15 < 0.005 < 0.005 0.06 0.06 < 0.005 0.02 0.02 — 234 234 0.01 0.03 0.02 245 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Average
Daily
— — — — — — — — — — — — — — — — —
Worker 0.06 0.05 0.65 0.00 0.00 0.13 0.13 0.00 0.03 0.03 — 142 142 0.01 0.01 0.24 144 July 28, 2026
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Vendor < 0.005 0.11 0.05 < 0.005 < 0.005 0.02 0.02 < 0.005 0.01 0.01 — 80.2 80.2 < 0.005 0.01 0.09 83.8 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Worker 0.01 0.01 0.12 0.00 0.00 0.02 0.02 0.00 0.01 0.01 — 23.5 23.5 < 0.005 < 0.005 0.04 23.9 Vendor < 0.005 0.02 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 — 13.3 13.3 < 0.005 < 0.005 0.01 13.9 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00

3.8. Building Construction (2025) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

1.07 8.95 10.0 0.02 0.33 — 0.33 0.30 — 0.30 — 1,801 1,801 0.07 0.01 — 1,807 Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

1.07 8.95 10.0 0.02 0.33 — 0.33 0.30 — 0.30 — 1,801 1,801 0.07 0.01 — 1,807 Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Average
Daily
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

0.37 3.06 3.44 0.01 0.11 — 0.11 0.10 — 0.10 — 617 617 0.03 0.01 — 619 Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
July 28, 2026
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Off-Road
Equipment

0.07 0.56 0.63 < 0.005 0.02 — 0.02 0.02 — 0.02 — 102 102 < 0.005 < 0.005 — 102 Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Worker 0.19 0.14 2.13 0.00 0.00 0.39 0.39 0.00 0.09 0.09 — 436 436 0.02 0.02 1.63 442 Vendor 0.01 0.31 0.14 < 0.005 < 0.005 0.06 0.06 < 0.005 0.02 0.02 — 234 234 0.01 0.03 0.61 245 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Worker 0.18 0.16 1.86 0.00 0.00 0.39 0.39 0.00 0.09 0.09 — 411 411 0.02 0.02 0.04 417 Vendor 0.01 0.32 0.15 < 0.005 < 0.005 0.06 0.06 < 0.005 0.02 0.02 — 234 234 0.01 0.03 0.02 245 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Average
Daily
— — — — — — — — — — — — — — — — —
Worker 0.06 0.05 0.65 0.00 0.00 0.13 0.13 0.00 0.03 0.03 — 142 142 0.01 0.01 0.24 144 Vendor < 0.005 0.11 0.05 < 0.005 < 0.005 0.02 0.02 < 0.005 0.01 0.01 — 80.2 80.2 < 0.005 0.01 0.09 83.8 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Worker 0.01 0.01 0.12 0.00 0.00 0.02 0.02 0.00 0.01 0.01 — 23.5 23.5 < 0.005 < 0.005 0.04 23.9 Vendor < 0.005 0.02 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 — 13.3 13.3 < 0.005 < 0.005 0.01 13.9 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00

3.9. Building Construction (2026) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — —
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Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

1.01 8.57 9.96 0.02 0.29 — 0.29 0.27 — 0.27 — 1,801 1,801 0.07 0.01 — 1,807 Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

1.01 8.57 9.96 0.02 0.29 — 0.29 0.27 — 0.27 — 1,801 1,801 0.07 0.01 — 1,807 Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Average
Daily
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

0.21 1.78 2.07 < 0.005 0.06 — 0.06 0.06 — 0.06 — 374 374 0.02 < 0.005 — 375 Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Off-Road
Equipment

0.04 0.32 0.38 < 0.005 0.01 — 0.01 0.01 — 0.01 — 61.9 61.9 < 0.005 < 0.005 — 62.1 Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Worker 0.17 0.13 1.99 0.00 0.00 0.39 0.39 0.00 0.09 0.09 — 427 427 0.02 0.02 1.49 433 Vendor 0.01 0.30 0.14 < 0.005 < 0.005 0.06 0.06 < 0.005 0.02 0.02 — 230 230 0.01 0.03 0.56 241 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
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Worker 0.16 0.14 1.75 0.00 0.00 0.39 0.39 0.00 0.09 0.09 — 403 403 0.02 0.02 0.04 408 Vendor 0.01 0.31 0.14 < 0.005 < 0.005 0.06 0.06 < 0.005 0.02 0.02 — 230 230 0.01 0.03 0.01 240 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Average
Daily
— — — — — — — — — — — — — — — — —
Worker 0.03 0.03 0.37 0.00 0.00 0.08 0.08 0.00 0.02 0.02 — 84.4 84.4 < 0.005 < 0.005 0.13 85.6 Vendor < 0.005 0.06 0.03 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 — 47.7 47.7 < 0.005 0.01 0.05 49.9 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Worker 0.01 0.01 0.07 0.00 0.00 0.01 0.01 0.00 < 0.005 < 0.005 — 14.0 14.0 < 0.005 < 0.005 0.02 14.2 Vendor < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 — 7.90 7.90 < 0.005 < 0.005 0.01 8.25 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00

3.10. Building Construction (2026) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

1.01 8.57 9.96 0.02 0.29 — 0.29 0.27 — 0.27 — 1,801 1,801 0.07 0.01 — 1,807 Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

1.01 8.57 9.96 0.02 0.29 — 0.29 0.27 — 0.27 — 1,801 1,801 0.07 0.01 — 1,807 Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 July 28, 2026
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Average
Daily
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

0.21 1.78 2.07 < 0.005 0.06 — 0.06 0.06 — 0.06 — 374 374 0.02 < 0.005 — 375 Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Off-Road
Equipment

0.04 0.32 0.38 < 0.005 0.01 — 0.01 0.01 — 0.01 — 61.9 61.9 < 0.005 < 0.005 — 62.1 Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Worker 0.17 0.13 1.99 0.00 0.00 0.39 0.39 0.00 0.09 0.09 — 427 427 0.02 0.02 1.49 433 Vendor 0.01 0.30 0.14 < 0.005 < 0.005 0.06 0.06 < 0.005 0.02 0.02 — 230 230 0.01 0.03 0.56 241 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Worker 0.16 0.14 1.75 0.00 0.00 0.39 0.39 0.00 0.09 0.09 — 403 403 0.02 0.02 0.04 408 Vendor 0.01 0.31 0.14 < 0.005 < 0.005 0.06 0.06 < 0.005 0.02 0.02 — 230 230 0.01 0.03 0.01 240 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Average
Daily
— — — — — — — — — — — — — — — — —
Worker 0.03 0.03 0.37 0.00 0.00 0.08 0.08 0.00 0.02 0.02 — 84.4 84.4 < 0.005 < 0.005 0.13 85.6 Vendor < 0.005 0.06 0.03 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 — 47.7 47.7 < 0.005 0.01 0.05 49.9 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Worker 0.01 0.01 0.07 0.00 0.00 0.01 0.01 0.00 < 0.005 < 0.005 — 14.0 14.0 < 0.005 < 0.005 0.02 14.2 Vendor < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 — 7.90 7.90 < 0.005 < 0.005 0.01 8.25 July 28, 2026
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Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00

3.11. Paving (2026) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

0.47 4.41 6.48 0.01 0.18 — 0.18 0.17 — 0.17 — 991 991 0.04 0.01 — 995 Paving 0.12 — — — — — — — — — — — — — — — —
Onsite
tr
uck

0.01 0.12 0.18 < 0.005 0.01 — 0.01 < 0.005 — < 0.005 — 27.2 27.2 < 0.005 < 0.005 — 27.3 Paving < 0.005 — — — — — — — — — — — — — — — —
Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Off-Road
Equipment
< 0.005 0.02 0.03 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 — 4.50 4.50 < 0.005 < 0.005 — 4.51 Paving < 0.005 — — — — — — — — — — — — — — — —
Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — —
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—————————————————Daily,
Summer
(Max)
Worker 0.05 0.03 0.54 0.00 0.00 0.11 0.11 0.00 0.02 0.02 — 116 116 0.01 < 0.005 0.41 118 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Average
Daily
— — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 3.03 3.03 < 0.005 < 0.005 < 0.005 3.08 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 < 0.005 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 0.50 0.50 < 0.005 < 0.005 < 0.005 0.51 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00

3.12. Paving (2026) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

0.47 4.41 6.48 0.01 0.18 — 0.18 0.17 — 0.17 — 991 991 0.04 0.01 — 995 Paving 0.12 — — — — — — — — — — — — — — — —
Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 July 28, 2026
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Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Average
Daily
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

0.01 0.12 0.18 < 0.005 0.01 — 0.01 < 0.005 — < 0.005 — 27.2 27.2 < 0.005 < 0.005 — 27.3 Paving < 0.005 — — — — — — — — — — — — — — — —
Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Worker 0.05 0.03 0.54 0.00 0.00 0.11 0.11 0.00 0.02 0.02 — 116 116 0.01 < 0.005 0.41 118 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Average
Daily
— — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 3.03 3.03 < 0.005 < 0.005 < 0.005 3.08 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 < 0.005 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 0.50 0.50 < 0.005 < 0.005 < 0.005 0.51 July 28, 2026
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Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00

3.13. Architectural Coating (2026) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Off-Road
Equipment

0.12 0.86 1.13 < 0.005 0.02 — 0.02 0.02 — 0.02 — 134 134 0.01 < 0.005 — 134 Architect
ur
al
Coatings

32.6 — — — — — — — — — — — — — — — —
Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Average
Daily
— — — — — — — — — — — — — — — — —
Off-Road
Equipment
< 0.005 0.02 0.03 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 — 3.66 3.66 < 0.005 < 0.005 — 3.67 Architect
ur
al
Coatings

0.89 — — — — — — — — — — — — — — — —
Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Off-Road
Equipment
< 0.005 < 0.005 0.01 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 — 0.61 0.61 < 0.005 < 0.005 — 0.61 July 28, 2026
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————————————————0.16Architect
ur
al
Coatings
Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Worker 0.03 0.03 0.40 0.00 0.00 0.08 0.08 0.00 0.02 0.02 — 85.4 85.4 < 0.005 < 0.005 0.30 86.7 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Average
Daily
— — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 2.23 2.23 < 0.005 < 0.005 < 0.005 2.26 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 < 0.005 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 0.37 0.37 < 0.005 < 0.005 < 0.005 0.37 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00

3.14. Architectural Coating (2026) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
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Off-Road
Equipment

0.12 0.86 1.13 < 0.005 0.02 — 0.02 0.02 — 0.02 — 134 134 0.01 < 0.005 — 134 Architect
ur
al
Coatings

32.6 — — — — — — — — — — — — — — — —
Onsite
tr
uck

0.89 — — — — — — — — — — — — — — — —
Onsite
tr
uck

0.16 — — — — — — — — — — — — — — — —
Onsite
tr
uck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Worker 0.03 0.03 0.40 0.00 0.00 0.08 0.08 0.00 0.02 0.02 — 85.4 85.4 < 0.005 < 0.005 0.30 86.7 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 July 28, 2026
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—————————————————Daily,
Winter
(Max)
Average
Daily
— — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 2.23 2.23 < 0.005 < 0.005 < 0.005 2.26 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 < 0.005 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 0.37 0.37 < 0.005 < 0.005 < 0.005 0.37 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00

4. Operations Emissions Details

4.1. Mobile Emissions by Land Use

4.1.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise

1.11 0.79 8.20 0.02 0.02 1.72 1.74 0.01 0.44 0.45 — 2,019 2,019 0.09 0.08 6.77 2,051 Strip
Mall

0.66 0.46 4.79 0.01 0.01 1.00 1.01 0.01 0.25 0.26 — 1,173 1,173 0.05 0.04 3.93 1,192 Unenclo
sed
P
arking
Structure

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 July 28, 2026
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Total 1.77 1.25 13.0 0.03 0.02 2.73 2.75 0.02 0.69 0.71 — 3,192 3,192 0.15 0.12 10.7 3,242 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise

1.08 0.87 7.72 0.02 0.02 1.72 1.74 0.01 0.44 0.45 — 1,929 1,929 0.10 0.08 0.18 1,956 Strip
Mall

0.65 0.51 4.53 0.01 0.01 1.00 1.01 0.01 0.25 0.26 — 1,121 1,121 0.06 0.05 0.10 1,137 Unenclo
sed
P
arking
Structure

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Total 1.73 1.37 12.2 0.03 0.02 2.73 2.75 0.02 0.69 0.71 — 3,050 3,050 0.16 0.13 0.28 3,093 Annual — — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise

0.19 0.15 1.34 < 0.005 < 0.005 0.30 0.30 < 0.005 0.07 0.08 — 306 306 0.02 0.01 0.46 310 Strip
Mall

0.11 0.08 0.75 < 0.005 < 0.005 0.16 0.17 < 0.005 0.04 0.04 — 171 171 0.01 0.01 0.26 174 Unenclo
sed
P
arking
Structure

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Total 0.29 0.23 2.09 0.01 < 0.005 0.46 0.46 < 0.005 0.12 0.12 — 477 477 0.02 0.02 0.72 484

4.1.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
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2,0516.770.080.092,0192,019—0.450.440.011.741.720.020.028.200.791.11Apartme nts
Mid Rise
Strip
Mall

0.66 0.46 4.79 0.01 0.01 1.00 1.01 0.01 0.25 0.26 — 1,173 1,173 0.05 0.04 3.93 1,192 Unenclo
sed
P
arking
Structure

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Total 1.77 1.25 13.0 0.03 0.02 2.73 2.75 0.02 0.69 0.71 — 3,192 3,192 0.15 0.12 10.7 3,242 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise

1.08 0.87 7.72 0.02 0.02 1.72 1.74 0.01 0.44 0.45 — 1,929 1,929 0.10 0.08 0.18 1,956 Strip
Mall

0.65 0.51 4.53 0.01 0.01 1.00 1.01 0.01 0.25 0.26 — 1,121 1,121 0.06 0.05 0.10 1,137 Unenclo
sed
P
arking
Structure

0.19 0.15 1.34 < 0.005 < 0.005 0.30 0.30 < 0.005 0.07 0.08 — 306 306 0.02 0.01 0.46 310 Strip
Mall

0.11 0.08 0.75 < 0.005 < 0.005 0.16 0.17 < 0.005 0.04 0.04 — 171 171 0.01 0.01 0.26 174 Unenclo
sed
P
arking
Structure

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Total 0.29 0.23 2.09 0.01 < 0.005 0.46 0.46 < 0.005 0.12 0.12 — 477 477 0.02 0.02 0.72 484 July 28, 2026
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4.2. Energy

4.2.1. Electricity Emissions By Land Use - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — — 274 274 0.02 < 0.005 — 275
Strip
Mall
— — — — — — — — — — — 52.6 52.6 < 0.005 < 0.005 — 52.8
Unenclo
sed
P
arking
Structure
— — — — — — — — — — — 88.2 88.2 < 0.005 < 0.005 — 88.5
Total — — — — — — — — — — — 414 414 0.02 < 0.005 — 416
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — — 274 274 0.02 < 0.005 — 275
Strip
Mall
— — — — — — — — — — — 52.6 52.6 < 0.005 < 0.005 — 52.8
Unenclo
sed
P
arking
Structure
— — — — — — — — — — — 88.2 88.2 < 0.005 < 0.005 — 88.5
Total — — — — — — — — — — — 414 414 0.02 < 0.005 — 416
Annual — — — — — — — — — — — — — — — — —
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45.5—< 0.005< 0.00545.345.3———————————Apartme
nts
Mid Rise
Strip
Mall
— — — — — — — — — — — 8.71 8.71 < 0.005 < 0.005 — 8.74
Unenclo
sed
P
arking
Structure
— — — — — — — — — — — 14.6 14.6 < 0.005 < 0.005 — 14.7
Total — — — — — — — — — — — 68.6 68.6 < 0.005 < 0.005 — 68.8

4.2.2. Electricity Emissions By Land Use - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — — 274 274 0.02 < 0.005 — 275
Strip
Mall
— — — — — — — — — — — 52.6 52.6 < 0.005 < 0.005 — 52.8
Unenclo
sed
P
arking
Structure
— — — — — — — — — — — 88.2 88.2 < 0.005 < 0.005 — 88.5
Total — — — — — — — — — — — 414 414 0.02 < 0.005 — 416
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — — 274 274 0.02 < 0.005 — 275
Strip
Mall
— — — — — — — — — — — 52.6 52.6 < 0.005 < 0.005 — 52.8
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Unenclo
P
arking
Structure
— — — — — — — — — — — 88.2 88.2 < 0.005 < 0.005 — 88.5
Total — — — — — — — — — — — 414 414 0.02 < 0.005 — 416
Annual — — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — — 45.3 45.3 < 0.005 < 0.005 — 45.5
Strip
Mall
— — — — — — — — — — — 8.71 8.71 < 0.005 < 0.005 — 8.74
Unenclo
sed
P
arking
Structure
— — — — — — — — — — — 14.6 14.6 < 0.005 < 0.005 — 14.7
Total — — — — — — — — — — — 68.6 68.6 < 0.005 < 0.005 — 68.8

4.2.3. Natural Gas Emissions By Land Use - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise

0.01 0.09 0.04 < 0.005 0.01 — 0.01 0.01 — 0.01 — 113 113 0.01 < 0.005 — 114 Strip
Mall
< 0.005 < 0.005 < 0.005 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 — 5.13 5.13 < 0.005 < 0.005 — 5.15 Unenclo
sed
P
arking
Structure

0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 — 0.00 0.00 0.00 0.00 — 0.00 Total 0.01 0.09 0.04 < 0.005 0.01 — 0.01 0.01 — 0.01 — 119 119 0.01 < 0.005 — 119 July 28, 2026
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—————————————————Daily,
Winter
(Max)
Apartme
nts
Mid
Rise

0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 — 0.00 0.00 0.00 0.00 — 0.00 Total 0.01 0.09 0.04 < 0.005 0.01 — 0.01 0.01 — 0.01 — 119 119 0.01 < 0.005 — 119 Annual — — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
< 0.005 0.02 0.01 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 — 18.8 18.8 < 0.005 < 0.005 — 18.8 Strip
Mall
< 0.005 < 0.005 < 0.005 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 — 0.85 0.85 < 0.005 < 0.005 — 0.85 Unenclo
sed
P
arking
Structure

0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 — 0.00 0.00 0.00 0.00 — 0.00 Total < 0.005 0.02 0.01 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 — 19.6 19.6 < 0.005 < 0.005 — 19.7

4.2.4. Natural Gas Emissions By Land Use - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise

0.01 0.09 0.04 < 0.005 0.01 — 0.01 0.01 — 0.01 — 113 113 0.01 < 0.005 — 114 July 28, 2026
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Strip
Mall
< 0.005 < 0.005 < 0.005 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 — 5.13 5.13 < 0.005 < 0.005 — 5.15 Unenclo
sed
P
arking
Structure

0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 — 0.00 0.00 0.00 0.00 — 0.00 Total 0.01 0.09 0.04 < 0.005 0.01 — 0.01 0.01 — 0.01 — 119 119 0.01 < 0.005 — 119 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise

0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 — 0.00 0.00 0.00 0.00 — 0.00 Total < 0.005 0.02 0.01 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 — 19.6 19.6 < 0.005 < 0.005 — 19.7

4.3. Area Emissions by Source

4.3.1. Unmitigated
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Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Source ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Hearths 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 Consum
er
Products

1.11 — — — — — — — — — — — — — — — —
Architect
ur
al
Coatings

0.09 — — — — — — — — — — — — — — — —
Landsca
pe
Equipme
nt

0.43 0.04 3.90 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 — 12.0 12.0 < 0.005 < 0.005 — 12.0 Total 1.62 0.04 3.90 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 0.00 12.0 12.0 < 0.005 < 0.005 — 12.0 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Hearths 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 Consum
er
Products

1.11 — — — — — — — — — — — — — — — —
Architect
ur
al
Coatings

0.09 — — — — — — — — — — — — — — — —
Total 1.20 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 Annual — — — — — — — — — — — — — — — — —
Hearths 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 Consum
er
Products

0.20 — — — — — — — — — — — — — — — —
Architect
ur
al
Coatings

0.02 — — — — — — — — — — — — — — — —
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Landsca
Equipment

0.04 < 0.005 0.35 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 — 0.98 0.98 < 0.005 < 0.005 — 0.98 Total 0.26 < 0.005 0.35 < 0.005 < 0.005 — < 0.005 < 0.005 — < 0.005 0.00 0.98 0.98 < 0.005 < 0.005 — 0.98

4.3.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Source ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Hearths 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 Consum
er
Products

1.11 — — — — — — — — — — — — — — — —
Architect
ur
al
Coatings

0.09 — — — — — — — — — — — — — — — —
Landsca
pe
Equipme
nt

1.11 — — — — — — — — — — — — — — — —
Architect
ur
al
Coatings

0.09 — — — — — — — — — — — — — — — —
Total 1.20 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 Annual — — — — — — — — — — — — — — — — —
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Hearths 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 Consum
er
Products

0.20 — — — — — — — — — — — — — — — —
Architect
ur
al
Coatings

0.02 — — — — — — — — — — — — — — — —
Landsca
pe
Equipme
nt

4.4. Water Emissions by Land Use

4.4.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — 3.37 19.6 23.0 0.35 0.01 — 34.1
Strip
Mall
— — — — — — — — — — 0.53 3.07 3.60 0.05 < 0.005 — 5.34
Unenclo
sed
P
arking
Structure
— — — — — — — — — — 0.00 0.03 0.03 < 0.005 < 0.005 — 0.03 Total — — — — — — — — — — 3.89 22.7 26.6 0.40 0.01 — 39.5 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
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Apartme
Mid
Rise
— — — — — — — — — — 3.37 19.6 23.0 0.35 0.01 — 34.1
Strip
Mall
— — — — — — — — — — 0.53 3.07 3.60 0.05 < 0.005 — 5.34
Unenclo
sed
P
arking
Structure
— — — — — — — — — — 0.00 0.03 0.03 < 0.005 < 0.005 — 0.03 Total — — — — — — — — — — 3.89 22.7 26.6 0.40 0.01 — 39.5 Annual — — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — 0.56 3.25 3.80 0.06 < 0.005 — 5.65
Strip
Mall
— — — — — — — — — — 0.09 0.51 0.60 0.01 < 0.005 — 0.88
Unenclo
sed
P
arking
Structure
— — — — — — — — — — 0.00 < 0.005 < 0.005 < 0.005 < 0.005 — < 0.005 Total — — — — — — — — — — 0.64 3.76 4.40 0.07 < 0.005 — 6.54

4.4.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — 2.69 15.7 18.4 0.28 0.01 — 27.3
Strip
Mall
— — — — — — — — — — 0.42 2.46 2.88 0.04 < 0.005 — 4.27
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0.02—< 0.005< 0.0050.020.020.00——————————Unenclo
sed
Parking
Str
ucture
Total — — — — — — — — — — 3.11 18.2 21.3 0.32 0.01 — 31.6 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — 2.69 15.7 18.4 0.28 0.01 — 27.3
Strip
Mall
— — — — — — — — — — 0.42 2.46 2.88 0.04 < 0.005 — 4.27
Unenclo
sed
P
arking
Structure
— — — — — — — — — — 0.00 0.02 0.02 < 0.005 < 0.005 — 0.02 Total — — — — — — — — — — 3.11 18.2 21.3 0.32 0.01 — 31.6 Annual — — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — 0.45 2.60 3.04 0.05 < 0.005 — 4.52
Strip
Mall
— — — — — — — — — — 0.07 0.41 0.48 0.01 < 0.005 — 0.71
Unenclo
sed
P
arking
Structure
— — — — — — — — — — 0.00 < 0.005 < 0.005 < 0.005 < 0.005 — < 0.005 Total — — — — — — — — — — 0.52 3.01 3.52 0.05 < 0.005 — 5.23

4.5. Waste Emissions by Land Use

4.5.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) July 28, 2026
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CO2eRN2OCH4CO2TNBCO2BCO2PM2.5TPM2.5DPM2.5EPM10TPM10DPM10ESO2CONOxROGLand Use
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — 19.9 0.00 19.9 1.98 0.00 — 69.5
Strip
Mall
— — — — — — — — — — 2.09 0.00 2.09 0.21 0.00 — 7.33
Unenclo
sed
P
arking
Structure
— — — — — — — — — — 0.00 0.00 0.00 0.00 0.00 — 0.00
Total — — — — — — — — — — 21.9 0.00 21.9 2.19 0.00 — 76.8 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — 19.9 0.00 19.9 1.98 0.00 — 69.5
Strip
Mall
— — — — — — — — — — 2.09 0.00 2.09 0.21 0.00 — 7.33
Unenclo
sed
P
arking
Structure
— — — — — — — — — — 0.00 0.00 0.00 0.00 0.00 — 0.00
Total — — — — — — — — — — 21.9 0.00 21.9 2.19 0.00 — 76.8 Annual — — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — 3.29 0.00 3.29 0.33 0.00 — 11.5
Strip
Mall
— — — — — — — — — — 0.35 0.00 0.35 0.03 0.00 — 1.21
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0.00—0.000.000.000.000.00——————————Unenclo
sed
Parking
Str
ucture
Total — — — — — — — — — — 3.63 0.00 3.63 0.36 0.00 — 12.7

4.5.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — 4.96 0.00 4.96 0.50 0.00 — 17.4
Strip
Mall
— — — — — — — — — — 0.52 0.00 0.52 0.05 0.00 — 1.83
Unenclo
sed
P
arking
Structure
— — — — — — — — — — 0.00 0.00 0.00 0.00 0.00 — 0.00
Total — — — — — — — — — — 5.49 0.00 5.49 0.55 0.00 — 19.2 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — 4.96 0.00 4.96 0.50 0.00 — 17.4
Strip
Mall
— — — — — — — — — — 0.52 0.00 0.52 0.05 0.00 — 1.83
Unenclo
sed
P
arking
Structure
— — — — — — — — — — 0.00 0.00 0.00 0.00 0.00 — 0.00
Total — — — — — — — — — — 5.49 0.00 5.49 0.55 0.00 — 19.2 July 28, 2026
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Annual — — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — 0.82 0.00 0.82 0.08 0.00 — 2.88
Strip
Mall
— — — — — — — — — — 0.09 0.00 0.09 0.01 0.00 — 0.30
Unenclo
sed
P
arking
Structure
— — — — — — — — — — 0.00 0.00 0.00 0.00 0.00 — 0.00
Total — — — — — — — — — — 0.91 0.00 0.91 0.09 0.00 — 3.18

4.6. Refrigerant Emissions by Land Use

4.6.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — — — — — — 0.34 0.34
Strip
Mall
— — — — — — — — — — — — — — — 0.02 0.02
Total — — — — — — — — — — — — — — — 0.37 0.37
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — — — — — — 0.34 0.34
Strip
Mall
— — — — — — — — — — — — — — — 0.02 0.02
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Total — — — — — — — — — — — — — — — 0.37 0.37
Annual — — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — — — — — — 0.06 0.06
Strip
Mall
— — — — — — — — — — — — — — — < 0.005 < 0.005
Total — — — — — — — — — — — — — — — 0.06 0.06

4.6.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — — — — — — 0.34 0.34
Strip
Mall
— — — — — — — — — — — — — — — 0.02 0.02
Total — — — — — — — — — — — — — — — 0.37 0.37
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Apartme
nts
Mid
Rise
— — — — — — — — — — — — — — — 0.34 0.34
Strip
Mall
— — — — — — — — — — — — — — — 0.02 0.02
Total — — — — — — — — — — — — — — — 0.37 0.37
Annual — — — — — — — — — — — — — — — — —
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0.060.06———————————————Apartme
nts
Mid Rise
Strip
Mall
— — — — — — — — — — — — — — — < 0.005 < 0.005
Total — — — — — — — — — — — — — — — 0.06 0.06

4.7. Offroad Emissions By Equipment Type

4.7.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Equipme
nt
T
ype
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Annual — — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —

4.7.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Equipme
nt
T
ype
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
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Total — — — — — — — — — — — — — — — — —
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Annual — — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —

4.8. Stationary Emissions By Equipment Type

4.8.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Equipme
nt
T
ype
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Annual — — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —

4.8.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Equipme
nt
T
ype
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e July 28, 2026
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—————————————————Daily,
Summer
(Max)
Total — — — — — — — — — — — — — — — — —
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Annual — — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —

4.9. User Defined Emissions By Equipment Type

4.9.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Equipme
nt
T
ype
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Annual — — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —

4.9.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) July 28, 2026
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CO2eRN2OCH4CO2TNBCO2BCO2PM2.5TPM2.5DPM2.5EPM10TPM10DPM10ESO2CONOxROGEquipme nt
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Annual — — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —

4.10. Soil Carbon Accumulation By Vegetation Type

4.10.1. Soil Carbon Accumulation By Vegetation Type - Unmitigated Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Vegetatio
n
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Annual — — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —

4.10.2. Above and Belowground Carbon Accumulation by Land Use Type - Unmitigated Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) July 28, 2026
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Land
Use
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Annual — — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —

4.10.3. Avoided and Sequestered Emissions by Species - Unmitigated Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Species ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Avoided — — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — —
Sequest
ered
— — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — —
Remove
d
— — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — —
— — — — — — — — — — — — — — — — — —
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Avoided — — — — — — — — — — — — — — — — —
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Subtotal — — — — — — — — — — — — — — — — —
Sequest
ered
— — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — —
Remove
d
— — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — —
— — — — — — — — — — — — — — — — — —
Annual — — — — — — — — — — — — — — — — —
Avoided — — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — —
Sequest
ered
— — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — —
Remove
d
— — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — —
— — — — — — — — — — — — — — — — — —

4.10.4. Soil Carbon Accumulation By Vegetation Type - Mitigated Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Vegetatio
n
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
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Annual — — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —

4.10.5. Above and Belowground Carbon Accumulation by Land Use Type - Mitigated Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —
Annual — — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — —

4.10.6. Avoided and Sequestered Emissions by Species - Mitigated Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Species ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — —
Avoided — — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — —
Sequest
ered
— — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — —
Remove
d
— — — — — — — — — — — — — — — — —
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Subtotal — — — — — — — — — — — — — — — — —
— — — — — — — — — — — — — — — — — —
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — —
Avoided — — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — —
Sequest
ered
— — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — —
Remove
d
— — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — —
— — — — — — — — — — — — — — — — — —
Annual — — — — — — — — — — — — — — — — —
Avoided — — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — —
Sequest
ered
— — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — —
Remove
d
— — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — —
— — — — — — — — — — — — — — — — — —

5. Activity Data

5.1. Construction Schedule
Phase Name Phase Type Start Date End Date Days Per Week Work Days per Phase Phase Description Demolition Demolition 6/2/2025 6/30/2025 5.00 20.0 —
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Site Preparation Site Preparation 7/1/2025 7/3/2025 5.00 2.00 — Grading Grading 7/4/2025 7/9/2025 5.00 4.00 —
Building Construction Building Construction 7/10/2025 4/16/2026 5.00 200 — Paving Paving 4/17/2026 5/1/2026 5.00 10.0 —
Architectural Coating Architectural Coating 5/2/2026 5/16/2026 5.00 10.0 —

5.2. Off-Road Equipment

5.2.1. Unmitigated
Phase Name Equipment Type Fuel Type Engine Tier Number per Day Hours Per Day Horsepower Load Factor Demolition Tractors/Loaders/Back
hoes
Diesel Average 3.00 8.00 84.0 0.37
Demolition Rubber Tired Dozers Diesel Average 1.00 8.00 367 0.40 Demolition Concrete/Industrial
Sa
ws
Diesel Average 1.00 8.00 33.0 0.73
Site Preparation Graders Diesel Average 1.00 8.00 148 0.41 Site Preparation Rubber Tired Dozers Diesel Average 1.00 7.00 367 0.40 Site Preparation Tractors/Loaders/Back
hoes
Diesel Average 1.00 8.00 84.0 0.37
Grading Graders Diesel Average 1.00 8.00 148 0.41
Grading Tractors/Loaders/Back
hoes
Diesel Average 2.00 7.00 84.0 0.37
Grading Rubber Tired Dozers Diesel Average 1.00 8.00 367 0.40 Building Construction Cranes Diesel Average 1.00 6.00 367 0.29 Building Construction Forklifts Diesel Average 1.00 6.00 82.0 0.20 Building Construction Generator Sets Diesel Average 1.00 8.00 14.0 0.74 Building Construction Tractors/Loaders/Back
hoes
Diesel Average 1.00 6.00 84.0 0.37
Building Construction Welders Diesel Average 3.00 8.00 46.0 0.45 July 28, 2026
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0.3784.08.001.00AverageDieselPaving Tractors/Loaders/Back hoes
Paving Pavers Diesel Average 1.00 6.00 81.0 0.42
Paving Paving Equipment Diesel Average 1.00 8.00 89.0 0.36 Paving Rollers Diesel Average 1.00 7.00 36.0 0.38
Paving Cement and Mortar
Mix
ers
Diesel Average 1.00 6.00 10.0 0.56
Architectural Coating Air Compressors Diesel Average 1.00 6.00 37.0 0.48

5.2.2. Mitigated
Phase Name Equipment Type Fuel Type Engine Tier Number per Day Hours Per Day Horsepower Load Factor Demolition Tractors/Loaders/Back
hoes
Diesel Average 3.00 8.00 84.0 0.37
Demolition Rubber Tired Dozers Diesel Average 1.00 8.00 367 0.40 Demolition Concrete/Industrial
Sa
ws
Diesel Average 1.00 8.00 33.0 0.73
Site Preparation Graders Diesel Average 1.00 8.00 148 0.41 Site Preparation Rubber Tired Dozers Diesel Average 1.00 7.00 367 0.40 Site Preparation Tractors/Loaders/Back
hoes
Diesel Average 1.00 8.00 84.0 0.37
Grading Graders Diesel Average 1.00 8.00 148 0.41
Grading Tractors/Loaders/Back
hoes
Diesel Average 2.00 7.00 84.0 0.37
Grading Rubber Tired Dozers Diesel Average 1.00 8.00 367 0.40 Building Construction Cranes Diesel Average 1.00 6.00 367 0.29 Building Construction Forklifts Diesel Average 1.00 6.00 82.0 0.20 Building Construction Generator Sets Diesel Average 1.00 8.00 14.0 0.74 Building Construction Tractors/Loaders/Back
hoes
Diesel Average 1.00 6.00 84.0 0.37
Building Construction Welders Diesel Average 3.00 8.00 46.0 0.45 July 28, 2026
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5.3. Construction Vehicles

5.3.1. Unmitigated
Phase Name Trip Type One-Way Trips per Day Miles per Trip Vehicle Mix Demolition — — — —
Demolition Worker 12.5 12.0 LDA,LDT1,LDT2
Demolition Vendor — 7.63 HHDT,MHDT
Demolition Hauling 4.60 20.0 HHDT
Demolition Onsite truck — — HHDT
Site Preparation — — — —
Site Preparation Worker 7.50 12.0 LDA,LDT1,LDT2
Site Preparation Vendor — 7.63 HHDT,MHDT
Site Preparation Hauling 0.00 20.0 HHDT
Site Preparation Onsite truck — — HHDT
Grading — — — —
Grading Worker 10.0 12.0 LDA,LDT1,LDT2
Grading Vendor — 7.63 HHDT,MHDT
Grading Hauling 0.00 20.0 HHDT
Grading Onsite truck — — HHDT
Building Construction — — — —
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Building Construction Worker 45.9 12.0 LDA,LDT1,LDT2
Building Construction Vendor 9.36 7.63 HHDT,MHDT
Building Construction Hauling 0.00 20.0 HHDT
Building Construction Onsite truck — — HHDT
Paving — — — —
Paving Worker 12.5 12.0 LDA,LDT1,LDT2
Paving Vendor — 7.63 HHDT,MHDT
Paving Hauling 0.00 20.0 HHDT
Paving Onsite truck — — HHDT
Architectural Coating — — — —
Architectural Coating Worker 9.18 12.0 LDA,LDT1,LDT2
Architectural Coating Vendor — 7.63 HHDT,MHDT
Architectural Coating Hauling 0.00 20.0 HHDT
Architectural Coating Onsite truck — — HHDT

5.3.2. Mitigated
Phase Name Trip Type One-Way Trips per Day Miles per Trip Vehicle Mix Demolition — — — —
Demolition Worker 12.5 12.0 LDA,LDT1,LDT2
Demolition Vendor — 7.63 HHDT,MHDT
Demolition Hauling 4.60 20.0 HHDT
Demolition Onsite truck — — HHDT
Site Preparation — — — —
Site Preparation Worker 7.50 12.0 LDA,LDT1,LDT2
Site Preparation Vendor — 7.63 HHDT,MHDT
Site Preparation Hauling 0.00 20.0 HHDT
Site Preparation Onsite truck — — HHDT
Grading — — — —
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Grading Worker 10.0 12.0 LDA,LDT1,LDT2
Grading Vendor — 7.63 HHDT,MHDT
Grading Hauling 0.00 20.0 HHDT
Grading Onsite truck — — HHDT
Building Construction — — — —
Building Construction Worker 45.9 12.0 LDA,LDT1,LDT2
Building Construction Vendor 9.36 7.63 HHDT,MHDT
Building Construction Hauling 0.00 20.0 HHDT
Building Construction Onsite truck — — HHDT
Paving — — — —
Paving Worker 12.5 12.0 LDA,LDT1,LDT2
Paving Vendor — 7.63 HHDT,MHDT
Paving Hauling 0.00 20.0 HHDT
Paving Onsite truck — — HHDT
Architectural Coating — — — —
Architectural Coating Worker 9.18 12.0 LDA,LDT1,LDT2
Architectural Coating Vendor — 7.63 HHDT,MHDT
Architectural Coating Hauling 0.00 20.0 HHDT
Architectural Coating Onsite truck — — HHDT

5.4. Vehicles

5.4.1. Construction Vehicle Control Strategies
Non-applicable. No control strategies activated by user.

5.5. Architectural Coatings
Phase Name Residential Interior Area
Coated
(sq ft)
Residential Exterior Area
Coated
(sq ft)
Non-Residential Interior Area
Coated
(sq ft)
Non-Residential Exterior Area
Coated
(sq ft)
Parking Area Coated (sq ft)
Architectural Coating 97,200 32,400 6,467 1,952 1,223
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5.6. Dust Mitigation

5.6.1. Construction Earthmoving Activities
Phase Name Material Imported (cy) Material Exported (cy) Acres Graded (acres) Material Demolished (Building Square
Footage)
Acres Paved (acres)
Demolition 0.00 0.00 0.00 8,000 —
Site Preparation — — 1.88 0.00 —
Grading — — 4.00 0.00 —
Paving 0.00 0.00 0.00 0.00 0.47

5.6.2. Construction Earthmoving Control Strategies
Control Strategies Applied Frequency (per day) PM10 Reduction PM2.5 Reduction Water Exposed Area 2 61% 61%
Water Demolished Area 2 36% 36%

5.7. Construction Paving
Land Use Area Paved (acres) % Asphalt
Apartments Mid Rise — 0%
Strip Mall 0.00 0%
Unenclosed Parking Structure 0.47 100%

5.8. Construction Electricity Consumption and Emissions Factors kWh per Y ear and Emission Factor (lb/MWh)
Y ear kWh per Y ear CO2 CH4 N2O
2025 0.00 589 0.03 < 0.005
2026 0.00 589 0.03 < 0.005
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5.9. Operational Mobile Sources

5.9.1. Unmitigated
Land Use Type Trips/Weekday Trips/Saturday Trips/Sunday Trips/Y ear VMT/Weekday VMT/Saturday VMT/Sunday VMT/Y ear Apartments Mid
Rise
272 245 205 94,379 2,443 2,205 1,837 847,674
Strip Mall 164 156 75.6 54,805 1,418 1,345 654 473,973
Unenclosed
P
arking Structure

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

5.9.2. Mitigated
Land Use Type Trips/Weekday Trips/Saturday Trips/Sunday Trips/Y ear VMT/Weekday VMT/Saturday VMT/Sunday VMT/Y ear Apartments Mid
Rise
272 245 205 94,379 2,443 2,205 1,837 847,674
Strip Mall 164 156 75.6 54,805 1,418 1,345 654 473,973
Unenclosed
P
arking Structure

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

5.10. Operational Area Sources

5.10.1. Hearths

5.10.1.1. Unmitigated
Hearth Type Unmitigated (number)
Apartments Mid Rise —
Wood Fireplaces 0
Gas Fireplaces 0
Propane Fireplaces 0
Electric Fireplaces 0
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No Fireplaces 0
Conventional Wood Stoves 0
Catalytic Wood Stoves 0
Non-Catalytic Wood Stoves 0
Pellet Wood Stoves 0

5.10.1.2. Mitigated
Hearth Type Unmitigated (number)
Apartments Mid Rise —
Wood Fireplaces 0
Gas Fireplaces 0
Propane Fireplaces 0
Electric Fireplaces 0
No Fireplaces 0
Conventional Wood Stoves 0
Catalytic Wood Stoves 0
Non-Catalytic Wood Stoves 0
Pellet Wood Stoves 0

5.10.2. Architectural Coatings
Residential Interior Area Coated (sq
ft)
Residential Exterior Area Coated (sq
ft)
Non-Residential Interior Area Coated
(sq
ft)
Non-Residential Exterior Area
Coated
(sq ft)
Parking Area Coated (sq ft)
97200 32,400 6,467 1,952 1,223

5.10.3. Landscape Equipment
Season Unit Value
Snow Days day/yr 0.00
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Summer Days day/yr 180

5.10.4. Landscape Equipment - Mitigated
Season Unit Value
Snow Days day/yr 0.00
Summer Days day/yr 180

5.11. Operational Energy Consumption

5.11.1. Unmitigated
Electricity (kWh/yr) and CO2 and CH4 and N2O and Natural Gas (kBTU/yr) Land Use Electricity (kWh/yr) CO2 CH4 N2O Natural Gas (kBTU/yr) Apartments Mid Rise 169,543 589 0.0330 0.0040 353,922
Strip Mall 32,614 589 0.0330 0.0040 16,011
Unenclosed Parking Structure 54,662 589 0.0330 0.0040 0.00

5.11.2. Mitigated
Electricity (kWh/yr) and CO2 and CH4 and N2O and Natural Gas (kBTU/yr) Land Use Electricity (kWh/yr) CO2 CH4 N2O Natural Gas (kBTU/yr) Apartments Mid Rise 169,543 589 0.0330 0.0040 353,922
Strip Mall 32,614 589 0.0330 0.0040 16,011
Unenclosed Parking Structure 54,662 589 0.0330 0.0040 0.00

5.12. Operational Water and Wastewater Consumption

5.12.1. Unmitigated
Land Use Indoor Water (gal/year) Outdoor Water (gal/year) Apartments Mid Rise 1,756,654 36,530
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Strip Mall 274,068 7,472
Unenclosed Parking Structure 0.00 2,989

5.12.2. Mitigated
Land Use Indoor Water (gal/year) Outdoor Water (gal/year) Apartments Mid Rise 1,405,323 29,224
Strip Mall 219,255 5,978
Unenclosed Parking Structure 0.00 2,391

5.13. Operational Waste Generation

5.13.1. Unmitigated
Land Use Waste (ton/year) Cogeneration (kWh/year)
Apartments Mid Rise 36.8 —
Strip Mall 3.89 —
Unenclosed Parking Structure 0.00 —

5.13.2. Mitigated
Land Use Waste (ton/year) Cogeneration (kWh/year)
Apartments Mid Rise 9.21 —
Strip Mall 0.97 —
Unenclosed Parking Structure 0.00 —

5.14. Operational Refrigeration and Air Conditioning Equipment

5.14.1. Unmitigated
Land Use Type Equipment Type Refrigerant GWP Quantity (kg) Operations Leak Rate Service Leak Rate Times Serviced July 28, 2026
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Apartments Mid Rise Average room A/C &
Other
residential A/C
and heat pumps
R-410A 2,088 < 0.005 2.50 2.50 10.0
Apartments Mid Rise Household
refr
igerators and/or
freezers
R-134a 1,430 0.12 0.60 0.00 1.00
Strip Mall Other commercial A/C
and
heat pumps
R-410A 2,088 < 0.005 4.00 4.00 18.0
Strip Mall Stand-alone retail
refr
igerators and
freezers
R-134a 1,430 0.04 1.00 0.00 1.00
Strip Mall Walk-in refrigerators
and
freezers
R-404A 3,922 < 0.005 7.50 7.50 20.0

5.14.2. Mitigated
Land Use Type Equipment Type Refrigerant GWP Quantity (kg) Operations Leak Rate Service Leak Rate Times Serviced Apartments Mid Rise Average room A/C &
Other
residential A/C
and heat pumps
R-410A 2,088 < 0.005 2.50 2.50 10.0
Apartments Mid Rise Household
refr
igerators and/or
freezers
R-134a 1,430 0.12 0.60 0.00 1.00
Strip Mall Other commercial A/C
and
heat pumps
R-410A 2,088 < 0.005 4.00 4.00 18.0
Strip Mall Stand-alone retail
refr
igerators and
freezers
R-134a 1,430 0.04 1.00 0.00 1.00
Strip Mall Walk-in refrigerators
and
freezers
R-404A 3,922 < 0.005 7.50 7.50 20.0

5.15. Operational Off-Road Equipment

5.15.1. Unmitigated
Equipment Type Fuel Type Engine Tier Number per Day Hours Per Day Horsepower Load Factor July 28, 2026
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5.15.2. Mitigated
Equipment Type Fuel Type Engine Tier Number per Day Hours Per Day Horsepower Load Factor

5.16. Stationary Sources

5.16.1. Emergency Generators and Fire Pumps
Equipment Type Fuel Type Number per Day Hours per Day Hours per Y ear Horsepower Load Factor

5.16.2. Process Boilers
Equipment Type Fuel Type Number Boiler Rating (MMBtu/hr) Daily Heat Input (MMBtu/day) Annual Heat Input (MMBtu/yr)

5.17. User Defined
Equipment Type Fuel Type

5.18. Vegetation

5.18.1. Land Use Change

5.18.1.1. Unmitigated
Vegetation Land Use Type Vegetation Soil Type Initial Acres Final Acres

5.18.1.2. Mitigated
Vegetation Land Use Type Vegetation Soil Type Initial Acres Final Acres

5.18.1. Biomass Cover Type

5.18.1.1. Unmitigated
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Biomass Cover Type Initial Acres Final Acres

5.18.1.2. Mitigated
Biomass Cover Type Initial Acres Final Acres

5.18.2. Sequestration

5.18.2.1. Unmitigated
Tree Type Number Electricity Saved (kWh/year) Natural Gas Saved (btu/year)

5.18.2.2. Mitigated
Tree Type Number Electricity Saved (kWh/year) Natural Gas Saved (btu/year)

6. Climate Risk Detailed Report

6.1. Climate Risk Summary
Cal-Adapt midcentury 2040–2059 average projections for four hazards are reported below for your project location. These are under Representation Concentration Pathway (RCP) 8.5 which assumes
GHG emissions will continue to rise strongly through 2050 and then plateau around 2100.

Climate Hazard Result for Project Location Unit
Temperature and Extreme Heat 8.12 annual days of extreme heat Extreme Precipitation 2.70 annual days with precipitation above 20 mm Sea Level Rise — meters of inundation depth
Wildfire 0.00 annual hectares burned
Temperature and Extreme Heat data are for grid cell in which your project are located. The projection is based on the 98th historical percentile of daily maximum/minimum temperatures from obser
ved historical data (32 climate model ensemble from Cal-Adapt, 2040–2059 average under RCP 8.5). Each grid cell is 6 kilometers (km) by 6 km, or 3.7 miles (mi) by 3.7 mi.

Extreme Precipitation data are for the grid cell in which your project are located. The threshold of 20 mm is equivalent to about ¾ an inch of rain, which would be light to moderate rainfall if receiv
ed over a full day or heavy rain if received over a period of 2 to 4 hours. Each grid cell is 6 kilometers (km) by 6 km, or 3.7 miles (mi) by 3.7 mi.

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Sea Level Rise data are for the grid cell in which your project are located. The projections are from Radke et al. (2017), as reported in Cal-Adapt (Radke et al., 2017, CEC-500-2017-008), and consider
inundation location and depth for the San Francisco Bay, the Sacramento-San Joaquin River Delta and California coast resulting different increments of sea level rise coupled with extreme storm events. Users may select from four scenarios to view the range in potential inundation depth for the grid cell. The four scenarios are: No rise, 0.5 meter, 1.0 meter, 1.41 meters Wildfire data are for the grid cell in which your project are located. The projections are from UC Davis, as reported in Cal-Adapt (2040–2059 average under RCP 8.5), and consider historical data of
climate, vegetation, population density, and large (> 400 ha) fire history. Users may select from four model simulations to view the range in potential wildfire probabilities for the grid cell. The four simulations make different assumptions about expected rainfall and temperature are: Warmer/drier (HadGEM2-ES), Cooler/wetter (CNRM-CM5), Average conditions (CanESM2), Range of different rainfall and temperature possibilities (MIROC5). Each grid cell is 6 kilometers (km) by 6 km, or 3.7 miles (mi) by 3.7 mi.

6.2. Initial Climate Risk Scores
Climate Hazard Exposure Score Sensitivity Score Adaptive Capacity Score Vulnerability Score Temperature and Extreme Heat N/A N/A N/A N/A
Extreme Precipitation N/A N/A N/A N/A
Sea Level Rise N/A N/A N/A N/A
Wildfire N/A N/A N/A N/A
Flooding N/A N/A N/A N/A
Drought N/A N/A N/A N/A
Snowpack Reduction N/A N/A N/A N/A
Air Quality Degradation N/A N/A N/A N/A
The sensitivity score reflects the extent to which a project would be adversely affected by exposure to a climate hazard. Exposure is rated on a scale of 1 to 5, with a score of 5 representing the g
reatest exposure.

The adaptive capacity of a project refers to its ability to manage and reduce vulnerabilities from projected climate hazards. Adaptive capacity is rated on a scale of 1 to 5, with a score of 5 representing
the greatest ability to adapt.

The overall vulnerability scores are calculated based on the potential impacts and adaptive capacity assessments for each hazard. Scores do not include implementation of climate risk reduction measures
.

6.3. Adjusted Climate Risk Scores
Climate Hazard Exposure Score Sensitivity Score Adaptive Capacity Score Vulnerability Score Temperature and Extreme Heat N/A N/A N/A N/A
Extreme Precipitation N/A N/A N/A N/A
Sea Level Rise N/A N/A N/A N/A
Wildfire N/A N/A N/A N/A
Flooding N/A N/A N/A N/A
Drought N/A N/A N/A N/A
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Snowpack Reduction N/A N/A N/A N/A
Air Quality Degradation N/A N/A N/A N/A
The sensitivity score reflects the extent to which a project would be adversely affected by exposure to a climate hazard. Exposure is rated on a scale of 1 to 5, with a score of 5 representing the g
reatest exposure.

The overall vulnerability scores are calculated based on the potential impacts and adaptive capacity assessments for each hazard. Scores include implementation of climate risk reduction measures
.

6.4. Climate Risk Reduction Measures

7. Health and Equity Details

7.1. CalEnviroScreen 4.0 Scores
The maximum CalEnviroScreen score is 100. A high score (i.e., greater than 50) reflects a higher pollution burden compared to other census tracts in the state.

Indicator Result for Project Census Tract
Exposure Indicators —
AQ-Ozone 29.9
AQ-PM 44.7
AQ-DPM 87.8
Drinking Water 10.4
Lead Risk Housing 46.8
Pesticides 23.2
Toxic Releases 14.1
Traffic 85.7
Effect Indicators —
CleanUp Sites 0.00
Groundwater 59.6
Haz Waste Facilities/Generators 80.2
Impaired Water Bodies 77.3
Solid Waste 0.00
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Sensitive Population —
Asthma 10.6
Cardio-vascular 30.4
Low Birth Weights 11.8
Socioeconomic Factor Indicators —
Education 51.2
Housing 45.6
Linguistic 18.1
Poverty 66.4
Unemployment 37.7

7.2. Healthy Places Index Scores
The maximum Health Places Index score is 100. A high score (i.e., greater than 50) reflects healthier community conditions compared to other census tracts in the state.

Indicator Result for Project Census Tract
Economic —
Above Poverty 43.59040164
Employed 47.8121391
Median HI 35.63454382
Education —
Bachelor's or higher 53.18875914
High school enrollment 3.028358784
Preschool enrollment 11.35634544
Transportation —
Auto Access 33.27345053
Active commuting 58.38573078
Social —
2-parent households 22.80251508
Voting 60.81098422
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Neighborhood —
Alcohol availability 33.06813807
Park access 56.25561401
Retail density 80.14885153
Supermarket access 72.16732965
Tree canopy 38.05979725
Housing —
Homeownership 10.75324009
Housing habitability 43.65456179
Low-inc homeowner severe housing cost burden 94.44373155 Low-inc renter severe housing cost burden 62.20967535
Uncrowded housing 34.55665341
Health Outcomes —
Insured adults 20.10778904
Arthritis 29.1
Asthma ER Admissions 76.3
High Blood Pressure 63.5
Cancer (excluding skin) 24.3
Asthma 46.1
Coronary Heart Disease 23.5
Chronic Obstructive Pulmonary Disease 29.1
Diagnosed Diabetes 58.5
Life Expectancy at Birth 70.8
Cognitively Disabled 39.7
Physically Disabled 49.3
Heart Attack ER Admissions 87.2
Mental Health Not Good 44.5
Chronic Kidney Disease 35.4
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Obesity 54.6
Pedestrian Injuries 43.7
Physical Health Not Good 49.1
Stroke 34.3
Health Risk Behaviors —
Binge Drinking 10.6
Current Smoker 43.7
No Leisure Time for Physical Activity 51.7
Climate Change Exposures —
Wildfire Risk 0.6
SLR Inundation Area 54.1
Children 69.7
Elderly 26.2
English Speaking 38.1
Foreign-born 29.6
Outdoor Workers 36.9
Climate Change Adaptive Capacity —
Impervious Surface Cover 25.2
Traffic Density 95.7
Traffic Access 23.0
Other Indices —
Hardship 54.8
Other Decision Support —
2016 Voting 71.6

7.3. Overall Health & Equity Scores
Metric Result for Project Census Tract
CalEnviroScreen 4.0 Score for Project Location (a) 30.0 July 28, 2026
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Healthy Places Index Score for Project Location (b) 29.0 Project Located in a Designated Disadvantaged Community (Senate Bill 535) No Project Located in a Low-Income Community (Assembly Bill 1550) Y es Project Located in a Community Air Protection Program Community (Assembly Bill 617) No a: The maximum CalEnviroScreen score is 100. A high score (i.e., greater than 50) reflects a higher pollution burden compared to other census tracts in the state. b: The maximum Health Places Index score is 100. A high score (i.e., greater than 50) reflects healthier community conditions compared to other census tracts in the state.

7.4. Health & Equity Measures
No Health & Equity Measures selected.

7.5. Evaluation Scorecard
Health & Equity Evaluation Scorecard not completed.

7.6. Health & Equity Custom Measures
No Health & Equity Custom Measures created.

8. User Changes to Default Data
Screen Justification
Operations: Hearths Assumes no fireplaces or wood stoves July 28, 2026
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Attachment E
Water Study
Attachment E
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DEXTER WILSON ENGINEERING, INC.

WATER ● WASTEWATER ● RECYCLED WATER

CONSULTING ENGINEERS

2234 FARADAY AVENUE ● CARLSBAD, CA ● (760) 438-4422

WATER STUDY FOR THE
840 CARLSBAD VILLAGE DRIVE PROJECT

IN THE CITY OF CARLSBAD

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Jonathan Frankel
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840 Carlsbad Village Drive Water Study

DEXTER WILSON ENGINEERING, INC. PAGE 4
Purpose of Study

The purpose of this study is to analyze the existing public water system ’s capacity to serve the project. This report will provide recommendations for any immediate improvements to the existing public water system determined to be necessary to serve the 840 Carlsbad Village Drive project. Preliminary sizing of the proposed water services and meters is included in this report, but will need to be confirmed after the final water fixture layout is known.

Water System Design Criteria

The design criteria used in sizing the water distribution system piping for the 840 Carlsbad Village Drive project are consistent with Volume 2 of the 2024 City of Carlsbad Engineering Standard. Appendix A includes an excerpt of the first portion of Chapter 3 which includes the City’s potable water design criteria.

These criteria include a minimum static pressure of 60 psi , a desired maximum static pressure of 125 psi, and a maximum static pressure allowed of 150 psi. Under Peak Hour Demand conditions, minimum residual pressure at any location must not be less than 40 psi and maximum velocity must not exceed 8 ft/s . Under a Maximum Day Demand with Fire Flow, a minimum residual pressure of 20 psi must be maintained in the water system and velocity must not exceed 15 ft/s . Peaking factors used in analyzing demand scenarios were

1.6 for average day to maximum day demands and 2.9 for average day to peak hour demands.

Projected Water Demand

The expected water demand for the 840 Carlsbad Village Drive project was estimated using water demand criteria from Volume 2 of the 2024 City of Carlsbad Engineering Standards .

Table 1 presents the estimated onsite water demand for the project.

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DEXTER WILSON ENGINEERING, INC. PAGE 5
TABLE 1
840 CARLSBAD VILLAGE DRIVE

AVERAGE WATER DEMAND
Land Use Quantity Demand Factor1 Average Demand
Multi-Family
Residential 50 DU 185 gpd/DU 9,250 gpd
Commercial 3,694 sq ft 1,500 gpd / 10,000 sq ft 554 gpd TOTAL 9,804 gpd (6.8 gpm)
¹ Design Criteria from CMWD Volume 2 of the 2024 City of Carlsbad Engineering Standards.

Per Table 1, average day demand for the 840 Carlsbad Village Drive project is 9,804 gpd.

The maximum day demand is 15,687 gpd (ADD x 1.6). The peak hour demand is 28,432 gpd (ADD x 2.9).

Fire Flow Requirements

The fire flow requirement for the 840 Carlsbad Village Drive project was determined to be 3,750 gpm by the City of Carlsbad Fire Department. The email confirmation of the fire flow requirement is included in Appendix B.

Existing Water System

The existing public water system to which the 840 Carlsbad Village Drive project will connect is the 255 Pressure Zone. There is an existing 8-inch water line west of the project in Jefferson Street , and a 6-inch water line in Carlsbad Village Drive. The existing water system in the area is shown on Figure 2.

The building finish floor elevations within the 840 Carlsbad Village Drive project range from 56 to 60 feet. With service from the 255 Pressure Zone, this results in a maximum static pressure of 86 psi.

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Proposed Water System

The 840 Carlsbad Village Drive project is proposing to obtain potable water service from the existing 255 Pressure Zone system. The project will make two connections to the water line on the west side of the project in Jefferson Street for the project’s private domestic water service. The project will also make a connection to this water line for the project’s private fire service and construct a new public fire hydrant on Jefferson Street fronting the project, as required by the Carlsbad Fire Department.

Domestic Water Service. Domestic water service will be provided to the 840 Carlsbad Village Drive site with two domestic water meters connected to existing 255 Pressure Zone system. Figure 2 shows the proposed location of the domestic services.

A preliminary water fixture unit (WFU) count was performed to estimate the water meter size for the residential meter and the commercial meter . By utilizing the 2019 California Plumbing Code, a WFU count can be equated to a peak flow rate in gpm which, in turn, can be used to recommend a water meter size. Note that the water meter sizing provided herein is a preliminary estimate. Once the buil ding plumbing plans are finalized, the WFU count should be confirmed. The private onsite domestic water system wi ll be sized at the time of final plumbing plans.

The peak flow rate in Table 2 differs with the peak hour demand presented earlier in this report as the WFU method is primarily reserved for meter sizing and takes a more conservative approach in calculating peak domestic water demand. A minimum 3-inch lateral with a single 3-inch meter and 3-inch backflow preventer has a safe maximum operating capacity of 560 gpm. This will be sufficient to serve the residential units of the 840 Carlsbad Village Drive project. The fixtures for the commercial spaces have not yet been set, but an estimate was put into place based on a typical commercial layout. A minimum 1-inch lateral with a 1-inch meter and backflow is anticipated for the commercial meter. WFU count and meter sizing calculations are available in Appendix C.

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DEXTER WILSON ENGINEERING, INC. PAGE 8
TABLE 2
840 CARLSBAD VILLAGE DRIVE PROJECT

PRELIMINARY WFU AND WATER METER SUMMARY
Meter WFUs Peak Flow Rate Water Meter Size
Residential 1095 220 gpm One 3-inch
Commercial 43.5 43 gpm One 1-inch

Hydraulic Analysis

The University of Kentucky KYPIPE program was used to model the existing water system for the 840 Carlsbad Village Drive project. This computer program utilizes the Hazen - Williams equation for determining head-loss in pipes; the Hazen-Williams "C" value used for all pipes is 120.

Available Hydraulic Grade Line. The available hydraulic grade line (HGL) was determined using fire hydrant flow test data from a hydrant on Carlsbad Village Drive near Jefferson Street. The flow test data is provided in Appendix D for reference.

Using the data provided by the hydrant flow test, an extrapolation calculation was executed by KYPIPE to determine the available pressure and hydraulic grade line at various flow values for the tested area.

Computer Model Analysis

Computer modeling of the existing public water system for the 840 Carlsbad Village Drive project was performed to confirm that the public system can provide adequate domestic and fire protection service. The water system was analyzed under a maximum day demand plus 3,750 gpm fire flow scenario.

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DEXTER WILSON ENGINEERING, INC. PAGE 9
Appendix E provides the results of the computer modeling for the analyzed water system.

Exhibit A at the back of this report provides the Node and Pipe Diagram for the computer model.

Analysis of Computer Model Results. The results in Appendix E show that the water system presented in Figure 2 is adequate for domestic service and fire protection. Under maximum day demand plus fire flow, the results of the computer runs show that 3,750 gpm fire flow can be provided to the hydrants with a minimum residual pressure of 62 psi and a maximum velocity of 13.4 fps.

Under peak hour demand, the results of the computer runs show that minimum residual pressures are 78 psi and maximum pipe velocities are 0.07 fps, falling withing the City’s guidelines.

Conclusions and Recommendations

The following recommendations and conclusions are made based on an analysis of the potable water system for the 840 Carlsbad Village Drive project.

1. The 840 Carlsbad Village Drive project will be served by the City of Carlsbad potable water 255 Pressure Zone system. Figure 2 presents the existing facilities near the project.

2. Water service will include three connections to the public water system: two connections will be made for the private domestic water syste m, and one connection will be made for the private fire protection system to serve the fire sprinkler system.

Figure 2 presents the locations of these connections.

3. The project will construct a new public fire hydrant on Jefferson Street fronting the project per the Carlsbad Fire Department.

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APPENDIX A

CARLSBAD MUNICIPAL WATER DISTRICT

WATER SYSTEM DESIGN CRITERIA

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Potable Water Master Plan
Carlsbad Municipal Water District
4-8 | June 17, 2019
Although the Total Revised Coliform Rule is now in effect, CMWD should closely monitor samples in affected areas to determine if additional assessments are required. Since 2016, the Level 1 and Level 2 assessments for non-compliance would require additional sampling efforts by CMWD.

CMWD should follow the development of state mandated water conservation measures and advocate for credit in achieving potable water use reductions through its recycled water program.

4.2 Design Criteria
As part of the planning process, design criteria from the previous master plan was reviewed with engineering and operations staff to re-confirm the design criteria or update specific criteria based on system operations the past five years.

4.2.1 Potable Water Criteria
Table 4-2 lists the design criteria for the 2019 Master Plan. Unit demands were revised based on current water demand information, as discussed in Section 3.1.

Table 4-2: Water Master Plan Design Criteria
Item Criteria
Unit Demands
Single Family Residential 450 gpd/DU
Multi-Family Residential 185 gpd/DU
Non-Residential 1,500 gpd/acre
Peaking Factors
Minimum Day/Average Day Ratio 0.5
Maximum Day/Average Day Ratio 1.6
Maximum Month/Average Day Ratio 1.4
Peak Hour/Average Day Ratio 2.9
Piping/Pipelines
Maximum Velocity - Peak Hour 8 fps
Maximum Velocity - Max Day + Fire 15 fps
Maximum Headloss - desired at peak flow 5 ft/1,000 ft
Maximum Headloss - allowable at peak flow 10 ft/1,000 ft Maximum length of dead-end pipe 150 ft
Maximum No. of hydrants on a dead-end pipe 1
Maximum No. of services off a dead-end pipe 18
Pressure
Maximum Static - Desired 125 psi
Maximum Static - Allowed 150 psi
Minimum Static 60 psi
Minimum Residual (Peak Hour) 40 psi
Minimum Residual (Max Day + Fire) 20 psi
Maximum desired pressure drop from static 25 psi
July 28, 2026
Item #7 Page 378 of 498

June 17, 2019 | 4-9
Table 4-2: Water Master Plan Design Criteria
Item Criteria
Typical Fire Flows
Single Family Residential 1,500 gpm for 2 hours
Multi-Family Residential 3,000 gpm for 2 hours
Non-Residential 4,000 gpm for 4 hours
Storage
Operating Storage 15% MDD
Fire Storage Maximum fire flow x duration
Emergency Reserve Storage (in-zone) 100% MDD
Emergency Storage (Planned SDCWA shutdown) 10 x ADD
Water Pressure Regulating Stations —
Minimum Number of Valves 2
Capacity
Low = Average
High = MDD + Fire Flow
Redundancy Required Yes (by zone)
Other
Pressure Relief Valve required at a minimum of one
station per zone.

Pump Station —
Pumping Period 24 hours
Pumping Capacity MDD for all zones served
Minimum Number of Pumps 3 (2 duty + 1 standby)
Redundancy 1 unit equal to largest duty pump
Standby Power Generator
Notes:
fps=feet per second
Maximum velocity criteria are industry standard for new construction but may be exceeded under existing performance conditions if replacement costs are excessive and not critical to level of service. The fire flow velocity requirement of 10 fps in the 2012 Master Plan was determined to be conservative. It was increased to 15 fps to avoid oversizing small water mains creating water quality issues in the distribution system. Fire flow requirements for areas within Carlsbad that are designated as High and Very High Fire Hazard Severity Zones, shown on Figure 4-1, were reviewed, which in some cases may require higher fire flows.

July 28, 2026
Item #7 Page 379 of 498

APPENDIX B

WATER METER SIZING

July 28, 2026
Item #7 Page 380 of 498
1 Kathl
een Noel
From: Gina
Ruiz <[email protected]>
Sent: T
hursday, August 29, 2024 4:07 PM
To: Ka
thleen Noel
Subject: RE: 84
0 Carlsbad Boulevard Fire Flow Requirement
Good
afternoon,

The calculation requirements come from the California Fire Code Commentary under Fire Flow Calculations for Mixed Use Projects.

For 25,740 IA and 99,770 VB, the required ﬁre ﬂow is 3,750 gpm for 3 hours.

Thank you,

Gin
a Ruiz
Fire Permit Technician II
Fire & Life Safety Division
1635 Faraday Ave.

Carlsbad, CA 92008-7314
www.carlsbadca.gov
Phone
: 442-339-2731
Inspecon Requests: 442-339-2660
Instagram | Facebook | Twier | YouTube

**FEE INCREA
SE EFFECTIVE SEPTEMBER 1ST 2
024. TO VIEW UPCOMING INCREASES, PLEASE SEE THE CITY
WEBSITE FOR THE MASTER FEE SCHEDULE FY 2024-25**

Fir
e Permit submials and pick-ups shall ulize the "Fire Department - Pick-up & Drop-oﬀ" bin located inside the Faraday
Cen
ter.

For resubmials, please follow the instrucons on the correcons list.

From: Kathleen Noel <[email protected]>
Sen
t: Thursday, August 29, 2024 3:41 PM
To: Gina Ruiz <[email protected]>
Subject: 840 Carlsbad Boulevard Fire Flow Requirement

Hello Gina,

July 28, 2026
Item #7 Page 381 of 498
2 I
’m working on a water study for a project in Carlsbad that is a mixed building construction type. The first floor is 25,740 square feet and is construction type IA. The remaining floors are a total of 99,770 square feet and is construction type VB. Can you please provide a preliminary fire flow requirement?

As a side note, is there a part of the CFC or Carlsbad’s code that deals with how to calculate the requirement with mixed construction? I’ve tried looking for it and never come across one.

Thank you and as always I appreciate your help,

Kathleen H. Noel, P.E.

Dexter Wilson Engineering, Inc.
2234 Faraday Avenue
Carlsbad, CA 92008
760-438-4422
[email protected]

C
AUTION: Do not open attachments or click on links unless you recognize the sender and know the content is safe.

July 28, 2026
Item #7 Page 382 of 498

APPENDIX C

FIRE FLOW REQUIREMENT
July 28, 2026
Item #7 Page 383 of 498
84 0 Carlsbad Village Drive 1115-007
Job Number
Date
W
ater Fixture Units
T
he basis for the Water Fixture Units is 2022 California Plumbing Code.

FIX

TURE TOTAL FIXTURE TOTAL FIXTURE TOTAL FIXTURE TOTAL FIXTURE TOTAL FIXTURE TOTAL FIXTURE TOTAL FIXTURE TOTAL

DESCRIPTION QU

ANTITY UNIT

S FIXTURE QU

ANTITY UNIT

S FIXTURE QU

ANTITY UNIT

S FIXTURE QU

ANTITY UNIT

S FIXTURE QU

ANTITY UNIT

S FIXTURE QU

ANTITY UNIT

S FIXTURE QU

ANTITY UNIT

S FIXTURE QU

ANTITY UNIT

S FIXTURE

EACH UNITS EACH UNITS EACH UNITS EACH UNITS EACH UNITS EACH UNITS EACH UNITS EACH UNITS CLOTHES WASHER 1 4 4 1 4 4 1 4 4 1 4 4 1 4 4 1 4 4 1 4 4 1 4 4 LAUNDRY SINK 0 1.5 0 0 1.5 0 0 1.5 0 0 1.5 0 0 1.5 0 0 1.5 0 0 1.5 0 0 1.5 0 TUB/SHOWER 0 4 0 0 4 0 0 4 0 0 4 0 0 4 0 0 4 0 0 4 0 0 4 0 SHOWER 1 2 2 1 2 2 1 2 2 2 2 4 2 2 4 2 2 4 2 2 4 3 2 6
KITCHEN SINK 1 1.5 1.5 1 1.5 1.5 1 1.5 1.5 1 1.5 1.5 1 1.5 1.5 1 1.5 1.5 1 1.5 1.5 1 1.5 1.5 DISHWASHER 1 1.5 1.5 1 1.5 1.5 1 1.5 1.5 1 1.5 1.5 1 1.5 1.5 1 1.5 1.5 1 1.5 1.5 1 1.5 1.5 LAVATORY 3 1 3 3 1 3 3 1 3 3 1 3 3 1 3 3 1 3 4 1 4 4 1 4 WATER CLOSET (1.6 GPF) 2 2.5 5 2 2.5 5 2 2.5 5 2 2.5 5 2 2.5 5 2 2.5 5 3 2.5 7.5 3 2.5 7.5 HOSE BIBB 1 2.5 2.5 1 2.5 2.5 1 2.5 2.5 1 2.5 2.5 1 2.5 2.5 1 2.5 2.5 1 2.5 2.5 1 2.5 2.5 EACH ADDTL HB 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0
OTHER 0 0 0 0 0 0 0 0
T
OTAL 19
.5 19
.5 19
.5 21
.5 21
.5 21
.5 25 27
Resi
dential Comm
ercial
P
lan Q
uantity WFU
s T
otal Qua
ntity W
FUs T
otal WFUs
A1 11 19
.5 21

4.5 3 14
.5 43
.5
A1.1 0 19
.5 0
A2 8 19.5 156
B1 12 21.5 258
B2 3 21.5 64.5
B2.1 4 21.5 86
C1 4 25 100
C2 8 27 21
6 SU
M 50 - 10
95 FIX

TURE TOTAL

DESCRIPTION QU

ANTITY UNIT

S FIXTURE

EACH UNITS
DRINKING FOUNTAIN/WATER COOLER 0 0.5 0
HOSE BIBB 1 2.5 2.5
EACH ADDITIONAL HOSE BIBB 0 1 0
LAVATORY 2 1 2
BAR SINK 1 2 2
SERVICE OR MOP BASIN 1 3 3
WASHUP, EACH SET OF FAUCETS 0 2 0
URINAL FLUSH (1.0 GPF PUB) 0 4 0
WATER CLOSET FLUSH (1.6 GPF PUB) 2 2.5 5
OT
HER 1 0
T
OTAL 14
.5
9/4
/2024
1115-009
A2 B2
.1A1
Commercial
C1 C2A1.1 B1 B2
K:\1
115009\2024-08-23 1115-009 840CVD WFUEstimate-water/Sheet1 July 28, 2026
Item #7 Page 384 of 498
July 28, 2026
Item #7 Page 385 of 498

E-S
eries G2® C
old Water Ultrasonic Meters
S
pecifications for 3, 4, 6 and 8 inch meters
S
ample Specifications ESM-SS-03
005-EN-06 (March 2023)

Sec
tion 1: Scope
Thi
s specification covers E-Series G2® Co
ld Water Ultrasonic Meters in sizes 3, 4, 6, and 8 inch and the materials and workmanship employed in their fabrication. The meter must utilize ultrasonic transit time measurement technology and have no moving parts within the meter to wear or replace.

Ultrasonic meters shall meet or exceed the most recent revisions of AWWA C715 and AWWA C750 Standards.

The lead-free bronze alloy ultrasonic meters shall comply with the lead-free provisions of the Safe Drinking Water Act and NSF/ANSI Standards 61 and 372.

Sec
tion 2: Manufacturer
Ul
trasonic meters shall be manufactured by a company with a minimum of ten (10) years’ experience in the manufacture of residential ultrasonic technology and demonstrate market longevity through a minimum of fifty (50) years’ experience in the manufacture of cold water meters serving North American water utilities, including Positive Displacement Nutating Disc, Turbo and Compound type meters.

Sec
tion 3: Meter Description
Only me
ters using ultrasonic transit type technology shall be accepted. The ultrasonic meter shall be fully electronic with encapsulated and sealed circuitry, display and battery.

To ensure highest quality of design and to minimize the electronic complexity, the ultrasonic technology must be the intellectual property of the meter manufacturer and shall not utilize third-party ultrasonic technology.

The meter encoder design shall allow for transducers that are protected from tampering. The meter must have the ability to detect removal of registration and transducers, and report an empty pipe alarm as indication of removal.

Sec
tion 4: Meter Main Case
Ul
trasonic meters supplied under this specification shall operate to a pressure of 175 psi and to a temperature of 140º F without leakage or damage. The housing shall be constructed of a lead-free bronze alloy and shall be designed so that at a working pressure of 175 psi, any distortion will not affect the accuracy of the meter.

The metering tube shall have an unobstructed flow passage and shall not be repaired in any manner. The flow direction, meter size, and NSF-61 shall also be cast in the meter housing.

Sec
tion 5: Measuring Element
To provide h
igh accuracy and a wide flow range with no mechanical wear, ultrasonic meters shall utilize no moving parts in the flow stream.

5.1 The measuring section shall have an unobstructed flow passage area for increased turn-down ratio and lower pressure loss (as referenced in Table 1: Meter Performance), and be designed such that a strainer is not required.

5.2 Paired transducers are to be mounted diagonally across sides in the measuring section. The ultrasonic technology shall continuously sample flow at a minimum of 8 Hz to ensure accuracy during changes in flow rate or sharp transitions in flow.

July 28, 2026
Item #7 Page 386 of 498

Sec
tion 6: Electronic Metering
The electron
ic circuit shall be microprocessor based and include nonvolatile memory capable of storing all programmable and accumulated data. The circuit shall control the ultrasonic transducers. The entire meter circuit and related components shall be fully potted and sealed from water intrusion.

The registration shall consist of an electronic local display combined with electronic circuitry to provide a high resolution absolute encoder output. The electronic register assembly shall transmit a signal through properly shielded transmission wire for AMR/AMI connectivity.

High resolution absolute encoder registration shall be capable of sending a 9-digit encoder output to the endpoint as well as extended status messages. Reading resolution sent to the reading software is based on the output of the endpoint technology the meter is connected to.

Sec
tion 7: Registration Lid
Reg
ister box enclosures and lids shall be made of engineering thermoplastic or other suitable synthetic polymer.

The lid shall have a snap close feature to prevent the lid from opening if installed in a vertical up position. The lid shall overlap the registration enclosure to protect the lens.

The name or logo of the manufacturer shall be permanently molded into the lid, and at the option of the utility, a serial number shall be imprinted on the registration lid.

Sec
tion 8: Registration
The size, mo
del, and direction of flow through the meters shall be permanently visible on the topside of all meter displays.

The register shall be encased in non-corrosive plastic housing, with the circuit board, display, and battery completely potted and epoxy-sealed within to provide moisture resistance to flooded pit or submerged conditions. Ultrasonic meters shall meet and exceed IP 68 rating for submergence. Use of desiccants will not be allowed.

The registration enclosure face shall be slightly curved to prevent sediment buildup, and the registration housing shall have a molded-in clip to provide the option of mounting an approved endpoint to the side.

8.1 The LCD shall display
• 9-digit consumption display with decimal and comma separator • Icons for units of measure and time to represent total consumption and flow rate • Icons to represent alarm conditions
• Segmented lines above and below digits to represent standard visual billing units for manual reading purposes

8.2 For 3 and 4 in. sizes, the visual totalized consumption resolution shall display to 0.1 gallons, 0.01 cubic feet, or 0.001 cubic meters. For 6 and 8 in. sizes, the visual totalized consumption resolution shall display to 1 gallons, 0.1 cubic feet, or 0.01 cubic meters. The enhanced resolution of the totalized flow display can be utilized as a flow indicator for leak detection

8.3 To conserve battery life, the display shall be off while in resting state. The display shall be activated by a change in light level through the infrared (IR) port. Meter shall not require special tools to activate the display. Opening/closing the lid or blocking/ unblocking the IR port will activate the display to cycle through display screens showing different meter information.

8.4 Ultrasonic meters shall be factory programmed to display the following screens. • Standard Total Consumption
• Rate of Flow
• Pressure—if implemented in the meter—programmable to PSI or Bar • Temperature includes water and ambient temperature, and is programmable to display in F or C July 28, 2026
Item #7 Page 387 of 498

• Al
arm and Operating Mode shall display current active alarms since the last transmission to the endpoint as well as any alarms that have latched during the specified threshold (35 days, for example). Operating Mode shall indicate the operating mode of the meter—Active, Transition, or Storage
• Firmware Version
• 4-20 mA Set Point (available when meter configuration includes a 4-20 output) • Scaled Pulse Set Point (available when meter configuration includes a scaled/unscaled output)

8.5 The display shall be field-programmable to allow the utility to determine which screens are active, including the optional Low Resolution Total 6-digit Consumption Screen and meter Program Date.

Programming shall be performed via an IR interface tool.

8.6 The ultrasonic meter shall be capable of displaying and reporting multiple alarm conditions. The alarms shall be displayed on the meter LCD, stored in memory for reporting through the encoder interface, and surfaced through ORION Cellular endpoints.

Available alarms shall include:
• Tamper or Meter
• Measurement
• Temperature
• Pressure (based on meter
configuration)
• Empty Pipe
• Reverse Flow
• Potential Leak
• No Usage
• End of Life (battery)
• Program Alert
• Exceeding Max Flow

8.7 Meter shall maintain an alarm and programming log of alarm conditions and alarm clearings. Data shall be capable of being read through an IR interface and is extractable. The internal data-logging capacity of the meter shall be 160 days of hourly data, first in first out.

Sec
tion 9: Additional Outputs
Ul
trasonic meters shall be available with the option of single or dual outputs. Single output meters shall include one (1) 3-wire cable, and dual output meters shall include two (2) 3-wire cables.

9.1 Single output options shall include:
• Encoder Output

9.2 Dual output options include:
• Encoder and Encoder. One (1) encoder output is 3-wire while the second encoder output is available for 3-wire or 2-wire applications and is touch-read compatible. • Encoder and Scaled/Unscaled
• Encoder and 4-20 mA where the analog output is 4-20 mA current loop (operation is powered by an external device)
• Scaled/Unscaled and 4-20 mA

9.3 Wiring methods shall include the options of Twist Tight® in-l ine connectors for easy plug-and-play to
mating endpoint, Nicor® connectors, or flying lead for field splice connections. Scaled/Unscaled and 4- 20 mA shall utilize a flying lead wiring method.

Sec
tion 10: Field Programmability
Ul
trasonic meters shall come standard as factory-programmed for meter-specific settings and shall include the option for field programming the following settings.
• Selection of displayed LCD information screens
• Visual billing segment lines
• Unit of measure for total and flow rate
July 28, 2026
Item #7 Page 388 of 498

• Outpu
t reading resolution sent from the meter
• Alarm thresholds and durations
• Clearing alarms
• Pressure units – PSI or bar (if available at meter)
• Temperature units (F or C)
• Operation mode – Active, Transition, or Storage
Programming shall be performed through the IR port on the registration face using an IR interface tool.

Meter serial number shall be permanently factory programmed. A 9-digit Year of Manufacturing serial number is preferred.

Sec
tion 11: Value Added Features
Wh
en sold with or for approved endpoints, the ultrasonic meter shall be capable of measuring water pressure, and ambient and water temperature. If applicable, the meter shall take multiple pressure measurements and sample pressure at a minimum of 2 Hz. Pressure and temperature data and alarm information shall be sent as part of the encoder extended message to an ORION Cellular endpoint and surfaced through BEACON® A MA
software. If applicable, the data and alarms shall also be capable of being read directly at the meter via an IR interface.

Sec
tion 12: Meter Performance and Accuracy

Size Sa
fe Maximum
Op
erating Capacity
Ma
ximum Allowable
Hea
d Loss at SMOC
Norma
l Test Flow
Limits 10
0% @ 1.5%
Minimum Te
st Flow Rates
10 0% @ 3
%
3 i
n. 560 gpm 6.6 psi 0.75…560 gpm 0.37 gpm
4 i
n. 1100 gpm 6.5 psi 1.5…1100 gpm 0.75 gpm
6 i
n. 2000 gpm 4.0 psi 2.2…2000 gpm 1.1 gpm
8 i
n. 3500 gpm 4.0 psi 4…3500 gpm 2.0 gpm
Tabl
e 1: Meter performance
Sec
tion 13: Field Testing
One vertica
l NPT test port shall be provided on the meter housings near the outlet for use during field performance testing, as a tap for pressure recording, or as a secured port for gathering health department samples. The sizes of the test ports are as follows:

Me
ter Size NP
T Test Port
3 i
n. 1 1/2 in.
4 i
n. 2 in.
6 i
n. 2 in.
8 i
n. 2 in.

Tabl
e 2: Field Testing
July 28, 2026
Item #7 Page 389 of 498

ART WATER IS BADGER METER
Tra
demarks appearing in this document are the property of their respective entities. Due to continuous research, product improvements and enhancements, Badger Meter reserves the right to change product or system specifications without notice, except to the extent an outstanding contractual obligation exists. ©2023 Badger Meter, Inc. All rights reserved. w
ww.badgermeter.com

Me
ter Size Laying Lengt
h Options Ma
ximum Height
from Center
3 i
n. 12 in., 17 in. 3.76 in.
4 i
n. 14 in., 20 in. 3.99 in.
6 i
n. 18 in, 24 in. 5.15 in.
8 i
n. 20 in. 6.49 in.

Tabl
e 3: Meter size and length
Sec
tion 15: Rejected Meters
The manu
facturer shall have the right to repair or replace, at its option.

July 28, 2026
Item #7 Page 390 of 498

S
ample Specifications
E-S
eries G2® C
old Water Ultrasonic Meters
S
pecifications for 5/8 x 3/4, 3/4 and 1 inch
ESM-SS-001
25-EN-08 (May 2023)

Sec
tion 1: Scope
Thi
s specification covers next generation E-Series G2® Col d Water Ultrasonic Meters in sizes 5/8 x 3/4, 3/4 and
1 inch, and the materials and workmanship employed in their fabrication. The meter must utilize ultrasonic transit time measurement technology and have no moving parts within the meter to wear or replace.

Ultrasonic meters shall meet or exceed the most recent revisions of AWWA C715 Standards. The lead-free bronze alloy ultrasonic meters shall comply with the lead-free provisions of the Safe Drinking Water Act and NSF/ANSI Standards 61 and 372.

The metering tube shall not be repaired in any manner. The flow direction, meter size, and NSF-61 shall also be cast in the meter housing.

Sec
tion 5: Measuring Element
To provide h
igh accuracy and a wide flow range with no mechanical wear, ultrasonic meters shall utilize no moving parts in the flow stream.

5.1 The measuring section shall be designed for an increased turn-down ratio and lower pressure loss (as referenced in “Table 1: Meter Performance”).

5.2 The ultrasonic metering insert shall be self-contained within the meter flow tube, seated, and not removable. The transducers extend through the housing and are sealed by O-rings.

5.3 The ultrasonic technology shall continuously sample at a minimum of 4 Hz to ensure accuracy during changes in flow rate or sharp transitions in flow.

July 28, 2026
Item #7 Page 391 of 498

Sec
tion 7: Registration Lid
M
eter lids shall be made of engineering thermoplastic or other suitable synthetic polymer. The lid shall have a snap close feature to prevent the lid from opening if installed in a vertical up position. The lid shall overlap the display to protect the lens.

The name or logo of the manufacturer shall be permanently molded into the lid and a serial number shall be imprinted on the registration lid.

Sec
tion 8: Registration
The size,
model, and direction of flow shall be permanently visible on the topside of all meter displays.

8.1 The LCD shall display
• 9-digit consumption with decimal and comma separator
• Icons for units of measure to represent total consumption and flow rate • Icons to represent alarm conditions
• Segmented lines above and below digits to represent standard visual billing units for manual reading purposes

8.2 The digital display shall provide a totalized consumption resolution to 0.01 gallons, 0.001 cubic feet, or

0.0001 cubic meters for 5/8 through 1 inch meters.

Opening/closing the lid or blocking/ unblocking the IR port will activate the display to cycle through display screens showing different meter information.

8.4 Ultrasonic meters shall be factory programmed to display the following screens. • Standard Total Consumption
• Rate of Flow
• Pressure programmable to psi or bar (available when meter configuration includes a pressure sensor)
• Temperature includes water and ambient temperature, and is programmable to display in F or C • Alarm and Operating Mode shall display current active alarms since the last transmission to the July 28, 2026
Item #7 Page 392 of 498

en
dpoint as well as any alarms that have latched during the specified threshold (35 days, for example). Operating Mode shall indicate the operating mode of the meter—Active, Transition, or Storage
• Firmware Version
• 4-20 mA Set Point (available when meter configuration includes a 4-20 output) • Scaled Pulse Set Point (available when meter configuration includes a scaled/unscaled output)

8.5 The display shall be field-programmable to allow the utility to determine which screens are active, including the optional Low Resolution Total 6-digit Consumption Screen and meter Program Date.

Programming shall be performed via an IR interface tool.

Available alarms shall include:
• Tamper
• Measurement Error
• Temperature
• Pressure (based on meter
configuration)
• Empty Pipe
• Reverse Flow
• Potential Leak
• No Usage
• End of Life (battery)
• Program Alert
• Exceeding Max Flow

Meter shall maintain an alarm and programming log of alarm conditions and alarm clearings. Data shall be capable of being read through an IR interface and is extractable. The internal data-logging capacity of the meter shall be 160 days of hourly data, first in first out.

9.1 Single output options shall include:
• Encoder Output
• BadgerTouch

9.2 Dual output options include:
• Encoder and Encoder
• Encoder and Scaled/Unscaled
• Encoder and 4-20 mA where the analog output is 4-20 mA current loop (operation is powered by an external device)
• Scaled/Unscaled and 4-20 mA

9.3 Wiring methods shall include the options of Twist Tight® in-l ine connectors for easy plug-and-play to
mating endpoint, Nicor® co
nnectors, or flying lead for field splice connections. Scaled/Unscaled and 4- 20 mA shall utilize a flying lead wiring method.

B
adger Meter | 4545 West Brown Deer Rd | PO Box 245036 | Milwaukee, WI 53224-9536 | 800-876-3837 | 414-355-0400 • Outpu
t reading resolution sent from the meter
• Alarm thresholds and durations
• Clearing alarms
• Pressure units (if available at meter)
• Temperature units
• Operation mode – Active, Transition, or Storage
Programming shall be performed through the IR port on the registration face using an IR interface tool.

Meter serial number shall be permanently factory programmed. A 9-digit Year of Manufacturing serial number is preferred.

Sec
tion 11: Value Added Features
Wh
en sold with or for approved endpoints, the ultrasonic meter shall be capable of measuring water pressure, and ambient and water temperature. If applicable, the meter shall take multiple pressure measurements and sample pressure at a minimum of 2 Hz. Pressure and temperature data and alarm information shall be sent as part of the encoder extended message to an ORION® Cellu lar endpoint and surfaced through BEACON® AMA
software. If ap
plicable, the data and alarms shall also be capable of being read directly at the meter via an IR interface.

Sec
tion 12: Rejected Meters
The manu
facturer shall repair or replace, at its option, without charge, all meters rejected for failure to comply with this specification.

Sec
tion 13: Meter Performance and Accuracy
Si
ze Sa
fe Maximum
Operating C
apacity
Ty
pical Pressure Loss Normal Test Fl
ow
Li
mits 100% ± 1.5%
Mi
nimum Test Flow Rates
10 0% ± 3%
5/8
x 3/4 in. 30
gpm 2.6 psi @ 15 gpm 0.08…30 gpm 0.04 gpm
3/4
in. 35 gpm 1.15 psi @ 15 gpm 0.1…35 gpm 0.04 gpm
1 i
n. 62 gpm 4.1 psi @ 40 gpm 0.16…62 gpm 0.075 gpm
Tabl
e 1: Meter performance
Sec
tion 14: Dimensional Design Limits
Si
ze La
y Length Bo
re Size Cou
pling Nut & Spud
Thread
(NPSM)
Se
rvice Pipe Thread (NPT)
5/8
x 3/4 in. 7-1.2
in. 3/4 in. 1 in. x 11-1/2 3/4 in.
3/4
in. 7-1/2 in. 3/4 in. 1 in. x 11-1/2 3/4 in.
3/4
in. 9 in. 3/4 in. 1 in. x 11-1/2 3/4 in.
1 i
n. 10-3/4 in. 1 in. 1-1/4 in. x 11-1/2 1 in.

Tabl
e 2: Dimensional design limits for meter
July 28, 2026
Item #7 Page 394 of 498
stamp
sheet
date
job no. project title

RINCON CVD
840 CARLSBAD VILLAGE DRIVE - CARLSBAD, CA 92008
2333
sheet
2ND FLOOR PLAN
A202
Stephen Dalton Architects
444 S. CEDROS. STUDIO 190SOLANA BEACH. CA 92075
t: 858.792.5906 / f: 858.792.5916

A B C D E F G H J K L M N P Q R S
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 T U V
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 A B C D E F G H J K L M N P Q R S T U V

LICENSED ARCHITECT
STEPHEN E. DALTON

STATE OF CAL I FORNIA
O O
No. C25166
01/31/21
UP
REF
DW
DW
REF
DW
REF
REF
DW
REF
DW REF
DW
REF
DW
REF
DW
DW
REF
DW
REF
DW
REF
REF
DW
1,228 sq ft1,228 sq ft
1,228 sq ft
UP
UP
966 sq ft
32 sq ft
32 sq ft
33 sq ft 33 sq ft
33 sq ft 33 sq ft
39 sq ft
40 sq ft
40 sq ft
41 sq ft
37 sq ft37 sq ft
W/D
W/D
W/D
W/D
W/D
0 4' 8' 16'
W/D
W/D
W/D
W/D
W/D
W/D
W/D
1 A301
1 A302
2 A301
13'-6" 38'-0"
5'-2" 3'-0"
5'-0" 3'-0"
5'-1" 3'-0"
5'-2" 3'-0"
5'-6" 3'-0"
5'-9"3'-0"
5'-9"3'-0"
5'-8"3'-0"
5'-8"3'-0"
5'-2" 3'-0"
5'-2"3'-0"
3'-0"5'-3"
3'-0"5'-5"
5'-2" 3'-0"
256'-4"
3'-0" 51'-6" 23'-4" 82'-1" 28'-6"
134'-8"
91'-2" 10'-10" 31'-10"
10"
6'-10" 13'-8" 13'-0"
2"
19'-0" 22'-6" 16'-0"
2"
10'-6"
2"
7'-4" 24'-6"
134'-8"
79'-2" 55'-6"
79'-2"
6'-10" 13'-8" 13'-2" 15'-8" 29'-8"
2"
256'-4"
154'-10" 101'-6"
2'-10"
101'-6"
8'-8" 15'-8"
2"
29'-8" 15'-8" 31'-8"
11'-4" 16'-0" 21'-2" 11'-10" 34'-2" 11'-10" 21'-2" 27'-4" 2"
13'-6" 14'-2"
2"
14'-2" 13'-6"
15'-10" 6'-2" 5'-6" 12'-0" 5'-6" 10'-10" 5'-8"
5'-9"3'-0"
36'-2"
2"
9'-6" 36'-3" 10'-4" 8'-6"
2"
9'-6" 36'-3"
3'-0" 5'-6"
5'-9"3'-0"
2 A402
2 A402
1 A402
1 A402
1 A401
1 A401
2 A401
2 A401
3 A401
3 A401
36 sq ft
876 sq ft 876 sq ft
937 sq ft
1,532 sq ft
2,479 sq ft
66 sq ft
23 sq ft
944 sq ft
1,791 sq ft
2,233 sq ft2,233 sq ft
1,632 sq ft

PROPERTY LINE

PROPOSED

DEDICATION / NEW

PROPERTY LINE

HORIZONTAL
EXIT

BMP PER
CIVIL, TYP. 2
A302
A
A
B
B
C
C
D
D
E
E
F
F
G
G
I
I
H
H
J
J
1 1
2 2
3 3
5 5
6 6
7 7
8 8
4 4
N
2" 27'-8"
UNIT B2
UNIT B1
STAIR 2
STAIR 1
MAINT.

CLUB ROOM
UNIT A1
UNIT A2
STAIR 3 TC ROOM

COURTYARD
UNIT A1.1
UNIT A2
UNIT B1a
UNIT B1b
UNIT C1 E1 E2
IDF
STO.

STO.

UNIT C2 UNIT C2
UNIT B2.1
SCALE: 1/8" = 1'-0"1 2ND FLOOR PLAN
July 28, 2026
Item #7 Page 395 of 498
stamp
sheet
date
job no. project title

RINCON CVD
840 CARLSBAD VILLAGE DRIVE - CARLSBAD, CA 92008
2333
sheet
3RD FLOOR PLAN
A203
Stephen Dalton Architects
444 S. CEDROS. STUDIO 190SOLANA BEACH. CA 92075
t: 858.792.5906 / f: 858.792.5916

A B C D E F G H J K L M N P Q R S
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 T U V
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 A B C D E F G H J K L M N P Q R S T U V

LICENSED ARCHITECT
STEPHEN E. DALTON

STATE OF CAL I FORNIA
O O
No. C25166
01/31/21
UP
REF
DW
REF
DW
REF
DW
REF
DW
REF
DW
REF
DW
REF
DW
DW
REF
REF
DW
DW
REF
DW
REF
DW
REF
DW
REF
1,228 sq ft1,228 sq ft
1,228 sq ft
UP
UP
39 sq ft
40 sq ft
40 sq ft
41 sq ft
37 sq ft37 sq ft
32 sq ft
32 sq ft
33 sq ft 33 sq ft
33 sq ft 33 sq ft
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
0 4' 8' 16'
W/D
W/D
W/D
1 A301
1 A302
2 A301
2 A402
2 A402
1 A402
1 A402
1 A401
1 A401
2 A401
2 A401
3 A401
3 A401
7'-2" 3'-0"
4'-8"3'-0"
7'-2" 3'-0"
7'-1" 3'-0"
7'-6"3'-0"
7'-10"3'-0"
7'-10"3'-0"
12'-4"3'-0"
7'-9"3'-0"
4'-8"3'-0"
4'-8"3'-0"
7'-2" 3'-0"
7'-2" 3'-0"
7'-3"3'-0"
7'-4" 3'-0"
7'-6" 3'-0"
4'-8"3'-0"
256'-4"
3'-0" 51'-6" 23'-4" 82'-1" 28'-6" 67'-11"
13'-6" 38'-0" 36'-2"
2"
9'-6" 36'-3"
2"
10'-2" 8'-6"
2"
9'-6" 36'-3"
2"
31'-6"
134'-8"
79'-2" 54'-8"
10"
13'-6" 41'-2"
79'-2"
6'-10" 13'-8" 13'-0"
2"
15'-8" 29'-8"
2"
2'-10"
101'-6"
8'-8" 15'-8"
2"
29'-8" 15'-8"
2"
22'-4" 9'-2"
256'-4"
154'-10" 101'-6"
11'-4" 16'-0" 21'-2" 11'-10" 34'-2" 11'-10" 21'-2" 16'-0" 11'-4" 134'-8"
91'-2" 10'-10" 31'-10"
10"
20'-6" 13'-0"
2"
19'-0" 22'-6" 16'-0"
2"
10'-6"
2"
7'-4" 24'-6"
7'-4" 3'-0"
2" 13'-6" 14'-2"
2"
13'-6" 14'-2"
2"
14'-2" 13'-6"
61'-0" 31'-10"
15'-4" 6'-2" 5'-6" 12'-0" 5'-6" 10'-10" 5'-8"
6'-0" 10'-10"
29'-2" 6'-0"
12'-4"3'-0"
7'-10"3'-0"
2 A302
1,632 sq ft
937 sq ft
937 sq ft
1,532 sq ft
36 sq ft
876 sq ft
23 sq ft
944 sq ft
66 sq ft
876 sq ft
1,791 sq ft
2,233 sq ft2,233 sq ft

PROPERTY LINE

PROPOSED

DEDICATION / NEW

PROPERTY LINE

HORIZONTAL
EXIT

CLEAR OF FLOOR

LEDGE BELOW

CLEAR OF FLOOR

LEDGE BELOW
A
A
B
B
C
C
D
D
E
E
F
F
G
G
I
I
H
H
J
J
1 1
2 2
3 3
5 5
6 6
7 7
8 8
4 4
N
STAIR 2
STAIR 1
STAIR 3
UNIT B1
UNIT A1
UNIT A2 UNIT A2
UNIT B1a
UNIT B1b
UNIT A1
IDF
STO.

MAINT.

STO.

STO. STO.

STO.

OPEN
UNIT A1.1

TC ROOM
E1 E2
OPEN
UNIT C1
UNIT C2 UNIT C2
UNIT B2.1
UNIT B2
SCALE: 1/8" = 1'-0"1 3RD FLOOR PLAN
July 28, 2026
Item #7 Page 396 of 498
stamp
sheet
date
job no. project title

RINCON CVD
840 CARLSBAD VILLAGE DRIVE - CARLSBAD, CA 92008
2333
sheet
4TH FLOOR PLAN
A204
Stephen Dalton Architects
444 S. CEDROS. STUDIO 190SOLANA BEACH. CA 92075
t: 858.792.5906 / f: 858.792.5916

A B C D E F G H J K L M N P Q R S
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 T U V
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 A B C D E F G H J K L M N P Q R S T U V

LICENSED ARCHITECT
STEPHEN E. DALTON

STATE OF CAL I FORNIA
O O
No. C25166
01/31/21
DN
UP
REF
DW
REF
DW
REF
DW
REF
DW
DW
REF
DW
REF
REF
DW
REF
DW
REF
DW
REF
DW
DW
REF
DW
REF
DW
REF
1,228 sq ft1,228 sq ft
1,228 sq ft
UP
39 sq ft
40 sq ft
40 sq ft
41 sq ft
37 sq ft37 sq ft
32 sq ft
32 sq ft
33 sq ft 33 sq ft
33 sq ft 33 sq ft
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
0 4' 8' 16'
W/D
1 A301
1 A302
2 A301
2 A402
2 A402
1 A402
1 A402
1 A401
1 A401
2 A401
2 A401
3 A401
3 A401
2 A302
256'-4"
3'-0" 51'-6" 23'-4" 82'-1" 28'-6" 67'-11"
13'-6" 38'-0" 36'-2"
2"
9'-6" 36'-3"
2"
10'-2" 8'-6"
2"
9'-6" 36'-3"
2"
31'-6"
134'-8"
79'-2" 54'-8"
10"
13'-6" 41'-2"
79'-2"
33'-6"
2"
15'-8" 29'-8"
2"
2'-10"
101'-6"
8'-8" 15'-8"
2"
29'-8" 15'-8"
2"
22'-4" 9'-2"
256'-4"
154'-10" 101'-6"
134'-8"
91'-2" 10'-10" 31'-10"
10"
33'-6"
2"
19'-0" 22'-6" 16'-0"
2"
10'-6"
2"
22'-8" 9'-2"
2" 13'-6" 14'-2"
2"
13'-6" 14'-2"
2"
14'-2" 13'-6"
6'-6" 61'-0" 31'-10"
15'-4" 6'-2" 5'-6" 12'-0" 5'-6" 10'-10" 5'-8"
6'-0" 10'-10"
29'-2" 6'-0"
937 sq ft
937 sq ft
1,632 sq ft
2,233 sq ft2,233 sq ft
1,532 sq ft
23 sq ft
36 sq ft
944 sq ft
66 sq ft
876 sq ft 876 sq ft
1,791 sq ft

PROPOSED

DEDICATION / NEW

PROPERTY LINE

HORIZONTAL
EXIT
A
A
B
B
C
C
D
D
E
E
F
F
G
G
I
I
H
H
J
J
1 1
2 2
3 3
5 5
6 6
7 7
8 8
4 4
N
STAIR 2
STAIR 1
STAIR 3
UNIT B1
UNIT A1
UNIT A2 UNIT A2
UNIT B1a
UNIT B1b
UNIT A1
UNIT A1
UNIT C2 UNIT C2
STO.

STO.

MAINT.

IDF
OPEN
OPEN
UNIT A1.1

TC ROOM
E1 E2UNIT C1
UNIT B2.1
UNIT B2
SCALE: 1/8" = 1'-0"1 4TH FLOOR PLAN
July 28, 2026
Item #7 Page 397 of 498
stamp
sheet
date
job no. project title

RINCON CVD
840 CARLSBAD VILLAGE DRIVE - CARLSBAD, CA 92008
2333
sheet
5TH FLOOR PLAN
A205
Stephen Dalton Architects
444 S. CEDROS. STUDIO 190SOLANA BEACH. CA 92075
t: 858.792.5906 / f: 858.792.5916

A B C D E F G H J K L M N P Q R S
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 T U V
1 2
3 4
5 6
7 8
9 10
11 12
13 14
15 A B C D E F G H J K L M N P Q R S T U V

LICENSED ARCHITECT
STEPHEN E. DALTON

STATE OF CAL I FORNIA
O O
No. C25166
01/31/21
DN
UP
REF
DW
REF
DW
REF
DW
DW
REF
DW
REF
REF
DW
REF
DW
REF
DW
REF
DW
DW
REF
DW
REF
DW
REF
1,228 sq ft1,228 sq ft
1,228 sq ft
UP
39 sq ft
40 sq ft
40 sq ft
41 sq ft
37 sq ft37 sq ft
32 sq ft
32 sq ft
33 sq ft 33 sq ft
33 sq ft 33 sq ft
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
W/D
0 4' 8' 16'
W/D
1 A301
1 A302
2 A301
2 A402
2 A402
1 A402
1 A402
1 A401
1 A401
2 A401
2 A401
3 A401
3 A401
2 A302
134'-8"
256'-4"
2'-10"
101'-6"
256'-4"
3'-0" 51'-6" 23'-4" 82'-1" 28'-6" 67'-11"
36'-2"
2"
9'-6" 36'-3"
2"
10'-2" 8'-6"
2"
9'-6" 36'-3" 31'-8"13'-6" 38'-0"
79'-2" 13'-6" 41'-2"
10"
8'-8" 15'-8"
2"
29'-8" 15'-8" 31'-8"
101'-6"154'-10"
79'-2"
33'-6"
2"
15'-8" 29'-8"
2"
134'-8"
91'-2" 10'-10" 31'-10"
10"
33'-6"
2"
19'-0" 22'-6" 16'-0"
2"
10'-6"
2"
7'-4" 24'-6"
2" 13'-6" 14'-2"
2"
13'-6" 14'-2"
2"
14'-2" 13'-6"
6'-6" 61'-0" 31'-10"
15'-4" 6'-2" 5'-6" 12'-0" 5'-6" 10'-10" 5'-8"
6'-0" 10'-10"
29'-2" 6'-0"
36 sq ft
937 sq ft
937 sq ft
2,233 sq ft2,233 sq ft
1,247 sq ft
(750 max net)
1,532 sq ft
23 sq ft
944 sq ft
66 sq ft
876 sq ft 876 sq ft
1,791 sq ft

PROPOSED

DEDICATION / NEW

PROPERTY LINE

HORIZONTAL
EXIT

BMP PER
CIVIL
ROOF

PLANTER
UP UP
A
A
B
B
C
C
D
D
E
E
F
F
G
G
I
I
H
H
J
J
1 1
2 2
3 3
5 5
6 6
7 7
8 8
4 4
N

AMENITY
DECK
STAIR 3
STAIR 2
STAIR 1
UNIT C2 UNIT C2
OPEN
OPEN UNIT B1
UNIT A1
UNIT A2
UNIT B1a
UNIT B1b
UNIT A1
UNIT A2 UNIT A2
STO.

STO.

MAINT.

IDF
UNIT A1.1

TC ROOM
E1 E2UNIT C1
UNIT B2.1
SCALE: 1/8" = 1'-0"1 5TH FLOOR PLAN
July 28, 2026
Item #7 Page 398 of 498

APPENDIX D

FIRE HYDRANT FLOW TEST

July 28, 2026
Item #7 Page 399 of 498
July 28, 2026
Item #7 Page 400 of 498
July 28, 2026
Item #7 Page 401 of 498

APPENDIX E

COMPUTER MODELING RESULTS

WATER SYSTEM ANALYSIS

NODE AND PIPE DIAGRAM REFERENCE:

Exhibit A at the back of the report.

CONDITIONS MODELED:

0. Average Day Demand

1. Max Day Demand plus 3,750 gpm Fire Flow split between Nodes 118 and 120

2. Peak Hour Demand

3. Maximum Expected Demand (WFU Based)

July 28, 2026
Item #7 Page 402 of 498

* * * * * * * * * * * * K Y P I P E * * * * * * * * * * * * * * * Pipe Network Modeling Software * * * * CopyRighted by KYPIPE LLC (www.kypipe.com) * * Version: 12.009b 03-25-2024 * * Company: DEXWIL Serial #: 580753 * * Interface: KYnetic * * Licensed for Pipe2018 * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *

Date & Time: Tue Oct 29 08:52:00 2024

Master File : k:\1115009\2024-08-22_1115009kn2.KYP\2024-08-22_1115009kn2.P2K

************************************************

S U M M A R Y O F O R I G I N A L D A T A
************************************************

U N I T S S P E C I F I E D

FLOWRATE ............ = gallons/minute
HEAD (HGL) .......... = feet
PRESSURE ............ = psig

P I P E L I N E D A T A

STATUS CODE: XX -CLOSED PIPE CV -CHECK VALVE

P I P E NODE NAMES LENGTH DIAMETER ROUGHNESS MINOR N A M E #1 #2 (ft) (in) COEFF. LOSS COEFF. ------------------------------------------------------------------------------- 117 100 118 50.00 8.00 120.0000 0.74 119 118 120 410.00 8.00 120.0000 0.00 121 120 122 20.00 8.00 120.0000 0.24 123 200 122 475.00 8.00 120.0000 0.48 137 136 138 475.00 6.00 120.0000 1.23 139 138 140 475.00 6.00 120.0000 1.23 151 150 152 480.00 12.00 120.0000 0.98 153 154 152 480.00 12.00 120.0000 0.98 317 150 100 350.00 12.00 120.0000 0.48 321 100 136 390.00 6.00 120.0000 1.23 349 152 122 375.00 6.00 120.0000 0.48 353 122 124 30.00 6.00 120.0000 0.99 355 138 124 340.00 6.00 120.0000 1.23 367 200 154 380.00 8.00 120.0000 1.23 371 140 200 380.00 8.00 120.0000 1.23

July 28, 2026
Item #7 Page 403 of 498

P U M P/L O S S E L E M E N T D A T A

THERE IS A DEVICE AT NODE 100 DESCRIBED BY THE FOLLOWING DATA: (ID= 1)

HEAD FLOWRATE EFFICIENCY
(ft) (gpm) (%)
189.23 0.00 75.00
159.23 1725.00 75.00

80.93 3450.00 75.00

THERE IS A DEVICE AT NODE 200 DESCRIBED BY THE FOLLOWING DATA: (ID= 2)

HEAD FLOWRATE EFFICIENCY
(ft) (gpm) (%)
189.23 0.00 75.00
159.23 1725.00 75.00

80.93 3450.00 75.00

N O D E D A T A

NODE NODE EXTERNAL JUNCTION EXTERNAL

NAME TITLE DEMAND ELEVATION GRADE (gpm) (ft) (ft)
-------------------------------------------------------------- 100 ---- 58.00 58.00 118 0.00 54.00
120 6.80 60.00
122 0.00 56.00
124 0.00 57.00
136 0.00 61.00
138 0.00 61.00
140 0.00 62.00
150 0.00 52.00
152 0.00 54.00
154 0.00 65.00
200 ---- 58.00 58.00

O U T P U T O P T I O N D A T A

OUTPUT SELECTION: ALL RESULTS ARE INCLUDED IN THE TABULATED OUTPUT MAXIMUM AND MINIMUM PRESSURES = 5
MAXIMUM AND MINIMUM VELOCITIES = 5

S Y S T E M C O N F I G U R A T I O N

NUMBER OF PIPES ...................(P) = 15
NUMBER OF END NODES ...............(J) = 10
NUMBER OF PRIMARY LOOPS ...........(L) = 4
NUMBER OF SUPPLY NODES ............(F) = 2
NUMBER OF SUPPLY ZONES ............(Z) = 1

================================================================================

July 28, 2026
Item #7 Page 404 of 498

Case 0: Average Day Demand

P I P E L I N E R E S U L T S

STATUS CODE: XX -CLOSED PIPE CV -CHECK VALVE

P I P E NODE NUMBERS FLOWRATE HEAD MINOR LINE HL+ML/ HL/ N A M E #1 #2 LOSS LOSS VELO. 1000 1000 gpm ft ft ft/s ft/f ft/f
---------------------------------------------------------------------------------------- 117 100 118 3.02 0.00 0.00 0.02 0.00 0.00 119 118 120 3.02 0.00 0.00 0.02 0.00 0.00 121 120 122 -3.78 0.00 0.00 0.02 0.00 0.00 123 200 122 1.64 0.00 0.00 0.01 0.00 0.00 137 136 138 0.77 0.00 0.00 0.01 0.00 0.00 139 138 140 -0.08 0.00 0.00 0.00 0.00 0.00 151 150 152 3.01 0.00 0.00 0.01 0.00 0.00 153 154 152 -1.72 0.00 0.00 0.00 0.00 0.00 317 150 100 -3.01 0.00 0.00 0.01 0.00 0.00 321 100 136 0.77 0.00 0.00 0.01 0.00 0.00 349 152 122 1.29 0.00 0.00 0.01 0.00 0.00 353 122 124 -0.85 0.00 0.00 0.01 0.00 0.00 355 138 124 0.85 0.00 0.00 0.01 0.00 0.00 367 200 154 -1.72 0.00 0.00 0.01 0.00 0.00 371 140 200 -0.08 0.00 0.00 0.00 0.00 0.00

P U M P/L O S S E L E M E N T R E S U L T S

INLET OUTLET PUMP

NAME FLOWRATE HEAD HEAD HEAD
gpm ft ft ft
--------------------------------------------------
100 6.80 0.00 189.23 189.2
Device "200" is closed
200 0.00 0.00 189.23 0.0

N O D E R E S U L T S

NODE NODE EXTERNAL HYDRAULIC NODE PRESSURE NODE

NAME TITLE DEMAND GRADE ELEVATION HEAD PRESSURE gpm ft ft ft psi
------------------------------------------------------------------------------ 100 ---- 247.23 58.00 189.23 82.00 118 0.00 247.23 54.00 193.23 83.73 120 6.80 247.23 60.00 187.23 81.13 122 0.00 247.23 56.00 191.23 82.87 124 0.00 247.23 57.00 190.23 82.43 136 0.00 247.23 61.00 186.23 80.70 138 0.00 247.23 61.00 186.23 80.70 140 0.00 247.23 62.00 185.23 80.27 150 0.00 247.23 52.00 195.23 84.60 152 0.00 247.23 54.00 193.23 83.73 154 0.00 247.23 65.00 182.23 78.97 200 ---- 247.23 58.00 189.23 82.00

July 28, 2026
Item #7 Page 405 of 498

M A X I M U M A N D M I N I M U M V A L U E S

P R E S S U R E S

JUNCTION MAXIMUM JUNCTION MINIMUM

NUMBER PRESSURES NUMBER PRESSURES
psi psi
--------------------- ---------------------
150 84.60 154 78.97
118 83.73 140 80.27
152 83.73 138 80.70
122 82.87 136 80.70
124 82.43 120 81.13

V E L O C I T I E S

PIPE MAXIMUM PIPE MINIMUM

NUMBER VELOCITY NUMBER VELOCITY
(ft/s) (ft/s)
--------------------- ---------------------
121 0.02 371 0.00
117 0.02 139 0.00
119 0.02 153 0.00
349 0.01 151 0.01
367 0.01 317 0.01

S U M M A R Y O F I N F L O W S A N D O U T F L O W S

(+) INFLOWS INTO THE SYSTEM FROM SUPPLY NODES
(-) OUTFLOWS FROM THE SYSTEM INTO SUPPLY NODES

NODE FLOWRATE NODE
NAME gpm TITLE
--------------------------------------------
VP-2 6.80

NET SYSTEM INFLOW = 6.80
NET SYSTEM OUTFLOW = 0.00
NET SYSTEM DEMAND = 6.80

================================================================================

July 28, 2026
Item #7 Page 406 of 498
Case 1: Maximum Day Demand plus 3,750 gpm Fire Flow split between Nodes 118 and 120

JUNCTION DEMANDS CHANGED - PLEASE SEE RESULTS TABLE

P I P E L I N E R E S U L T S

STATUS CODE: XX -CLOSED PIPE CV -CHECK VALVE

P I P E NODE NUMBERS FLOWRATE HEAD MINOR LINE HL+ML/ HL/ N A M E #1 #2 LOSS LOSS VELO. 1000 1000 gpm ft ft ft/s ft/f ft/f
---------------------------------------------------------------------------------------- 117 100 118 2097.40 4.18 2.06 13.39 124.70 83.53 119 118 120 222.40 0.54 0.00 1.42 1.31 1.31 121 120 122 -1663.60 1.09 0.42 10.62 75.39 54.38 123 200 122 949.16 9.14 0.27 6.06 19.81 19.24 137 136 138 65.26 0.26 0.01 0.74 0.57 0.55 139 138 140 -272.48 3.68 0.18 3.09 8.12 7.74 151 150 152 -222.36 0.09 0.01 0.63 0.19 0.18 153 154 152 599.05 0.55 0.04 1.70 1.23 1.14 317 150 100 222.36 0.06 0.00 0.63 0.19 0.18 321 100 136 65.26 0.21 0.01 0.74 0.58 0.55 349 152 122 376.69 5.29 0.14 4.27 14.46 14.10 353 122 124 -337.74 0.35 0.23 3.83 19.04 11.52 355 138 124 337.74 3.92 0.28 3.83 12.35 11.52 367 200 154 599.05 3.12 0.28 3.82 8.94 8.20 371 140 200 -272.48 0.72 0.06 1.74 2.06 1.91

P U M P/L O S S E L E M E N T R E S U L T S

INLET OUTLET PUMP

NAME FLOWRATE HEAD HEAD HEAD
gpm ft ft ft
---------------------------------------------------
100 1940.30 0.00 151.93 151.9
200 1820.70 0.00 156.08 156.1

N O D E R E S U L T S

NODE NODE EXTERNAL HYDRAULIC NODE PRESSURE NODE

NAME TITLE DEMAND GRADE ELEVATION HEAD PRESSURE gpm ft ft ft psi
------------------------------------------------------------------------------ 100 ---- 209.93 58.00 151.93 65.84 118 1875.00 203.69 54.00 149.69 64.87 120 1886.00( ** ) 203.16 60.00 143.16 62.04 122 0.00 204.67 56.00 148.67 64.42 124 0.00 205.24 57.00 148.24 64.24 136 0.00 209.71 61.00 148.71 64.44 138 0.00 209.43 61.00 148.43 64.32 140 0.00 213.29 62.00 151.29 65.56 150 0.00 210.00 52.00 158.00 68.47 152 0.00 210.09 54.00 156.09 67.64 154 0.00 210.68 65.00 145.68 63.13 200 ---- 214.08 58.00 156.08 67.63

July 28, 2026
Item #7 Page 407 of 498

M A X I M U M A N D M I N I M U M V A L U E S

P R E S S U R E S

JUNCTION MAXIMUM JUNCTION MINIMUM

NUMBER PRESSURES NUMBER PRESSURES
psi psi
--------------------- ---------------------
150 68.47 120 62.04
152 67.64 154 63.13
200 67.63 124 64.24
100 65.84 138 64.32
140 65.56 122 64.42

V E L O C I T I E S

PIPE MAXIMUM PIPE MINIMUM

NUMBER VELOCITY NUMBER VELOCITY
(ft/s) (ft/s)
--------------------- ---------------------
117 13.39 151 0.63
121 10.62 317 0.63
123 6.06 137 0.74
349 4.27 321 0.74
353 3.83 119 1.42

S U M M A R Y O F I N F L O W S A N D O U T F L O W S

(+) INFLOWS INTO THE SYSTEM FROM SUPPLY NODES
(-) OUTFLOWS FROM THE SYSTEM INTO SUPPLY NODES

NODE FLOWRATE NODE
NAME gpm TITLE
--------------------------------------------
100 1940.30
200 1820.70

NET SYSTEM INFLOW = 3761.00
NET SYSTEM OUTFLOW = 0.00
NET SYSTEM DEMAND = 3761.00

================================================================================

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Case 2: Peak Hour Demand

JUNCTION DEMANDS CHANGED - PLEASE SEE RESULTS TABLE

P I P E L I N E R E S U L T S

STATUS CODE: XX -CLOSED PIPE CV -CHECK VALVE

P I P E NODE NUMBERS FLOWRATE HEAD MINOR LINE HL+ML/ HL/ N A M E #1 #2 LOSS LOSS VELO. 1000 1000 gpm ft ft ft/s ft/f ft/f
---------------------------------------------------------------------------------------- 117 100 118 8.78 0.00 0.00 0.06 0.00 0.00 119 118 120 8.78 0.00 0.00 0.06 0.00 0.00 121 120 122 -10.94 0.00 0.00 0.07 0.01 0.00 123 200 122 4.74 0.00 0.00 0.03 0.00 0.00 137 136 138 2.23 0.00 0.00 0.03 0.00 0.00 139 138 140 -0.24 0.00 0.00 0.00 0.00 0.00 151 150 152 8.72 0.00 0.00 0.02 0.00 0.00 153 154 152 -4.98 0.00 0.00 0.01 0.00 0.00 317 150 100 -8.72 0.00 0.00 0.02 0.00 0.00 321 100 136 2.23 0.00 0.00 0.03 0.00 0.00 349 152 122 3.74 0.00 0.00 0.04 0.00 0.00 353 122 124 -2.46 0.00 0.00 0.03 0.00 0.00 355 138 124 2.46 0.00 0.00 0.03 0.00 0.00 367 200 154 -4.98 0.00 0.00 0.03 0.00 0.00 371 140 200 -0.24 0.00 0.00 0.00 0.00 0.00

P U M P/L O S S E L E M E N T R E S U L T S

INLET OUTLET PUMP

NAME FLOWRATE HEAD HEAD HEAD
gpm ft ft ft
---------------------------------------------------
100 19.72 0.00 189.22 189.2
Device "VP-3" is closed
200 0.00 0.00 189.22 0.0

N O D E R E S U L T S

NODE NODE EXTERNAL HYDRAULIC NODE PRESSURE NODE

NAME TITLE DEMAND GRADE ELEVATION HEAD PRESSURE gpm ft ft ft psi
------------------------------------------------------------------------------ 100 ---- 247.22 58.00 189.22 82.00 118 0.00 247.22 54.00 193.22 83.73 120 19.72(2.90) 247.22 60.00 187.22 81.13 122 0.00 247.22 56.00 191.22 82.86 124 0.00 247.22 57.00 190.22 82.43 136 0.00 247.22 61.00 186.22 80.70 138 0.00 247.22 61.00 186.22 80.70 140 0.00 247.22 62.00 185.22 80.26 150 0.00 247.22 52.00 195.22 84.60 152 0.00 247.22 54.00 193.22 83.73 154 0.00 247.22 65.00 182.22 78.96 200 ---- 247.22 58.00 189.22 82.00

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M A X I M U M A N D M I N I M U M V A L U E S

P R E S S U R E S

JUNCTION MAXIMUM JUNCTION MINIMUM

NUMBER PRESSURES NUMBER PRESSURES
psi psi
--------------------- ---------------------
150 84.60 154 78.96
118 83.73 140 80.26
152 83.73 138 80.70
122 82.86 136 80.70
124 82.43 120 81.13

V E L O C I T I E S

PIPE MAXIMUM PIPE MINIMUM

NUMBER VELOCITY NUMBER VELOCITY
(ft/s) (ft/s)
--------------------- ---------------------
121 0.07 371 0.00
117 0.06 139 0.00
119 0.06 153 0.01
349 0.04 151 0.02
367 0.03 317 0.02

S U M M A R Y O F I N F L O W S A N D O U T F L O W S

(+) INFLOWS INTO THE SYSTEM FROM SUPPLY NODES
(-) OUTFLOWS FROM THE SYSTEM INTO SUPPLY NODES

NODE FLOWRATE NODE
NAME gpm TITLE
--------------------------------------------
100 19.72

NET SYSTEM INFLOW = 19.72
NET SYSTEM OUTFLOW = 0.00
NET SYSTEM DEMAND = 19.72

================================================================================

July 28, 2026
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Case 3: Maximum Expected Demand (WFU Based)

JUNCTION DEMANDS CHANGED - PLEASE SEE RESULTS TABLE

P I P E L I N E R E S U L T S

STATUS CODE: XX -CLOSED PIPE CV -CHECK VALVE

P I P E NODE NUMBERS FLOWRATE HEAD MINOR LINE HL+ML/ HL/ N A M E #1 #2 LOSS LOSS VELO. 1000 1000 gpm ft ft ft/s ft/f ft/f
---------------------------------------------------------------------------------------- 117 100 118 98.08 0.01 0.00 0.63 0.38 0.29 119 118 120 98.08 0.12 0.00 0.63 0.29 0.29 121 120 122 -121.92 0.01 0.00 0.78 0.54 0.43 123 200 122 52.90 0.04 0.00 0.34 0.09 0.09 137 136 138 24.82 0.04 0.00 0.28 0.09 0.09 139 138 140 -2.45 0.00 0.00 0.03 0.00 0.00 151 150 152 97.10 0.02 0.00 0.28 0.04 0.04 153 154 152 -55.35 0.01 0.00 0.16 0.01 0.01 317 150 100 -97.10 0.01 0.00 0.28 0.04 0.04 321 100 136 24.82 0.04 0.00 0.28 0.10 0.09 349 152 122 41.75 0.09 0.00 0.47 0.24 0.24 353 122 124 -27.27 0.00 0.00 0.31 0.16 0.11 355 138 124 27.27 0.04 0.00 0.31 0.11 0.11 367 200 154 -55.35 0.04 0.00 0.35 0.11 0.10 371 140 200 -2.45 0.00 0.00 0.02 0.00 0.00

P U M P/L O S S E L E M E N T R E S U L T S

INLET OUTLET PUMP

NAME FLOWRATE HEAD HEAD HEAD
gpm ft ft ft
--------------------------------------------------
100 220.00 0.00 188.57 188.6
Device "VP-3" is closed
200 0.00 0.00 188.49 0.0

N O D E R E S U L T S

NODE NODE EXTERNAL HYDRAULIC NODE PRESSURE NODE

NAME TITLE DEMAND GRADE ELEVATION HEAD PRESSURE gpm ft ft ft psi
------------------------------------------------------------------------------ 100 ---- 246.57 58.00 188.57 81.71 118 0.00 246.55 54.00 192.55 83.44 120 220.00( ** ) 246.43 60.00 186.43 80.79 122 0.00 246.44 56.00 190.44 82.53 124 0.00 246.45 57.00 189.45 82.09 136 0.00 246.53 61.00 185.53 80.40 138 0.00 246.49 61.00 185.49 80.38 140 0.00 246.49 62.00 184.49 79.94 150 0.00 246.55 52.00 194.55 84.31 152 0.00 246.53 54.00 192.53 83.43 154 0.00 246.53 65.00 181.53 78.66 200 ---- 246.49 58.00 188.49 81.68

July 28, 2026
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M A X I M U M A N D M I N I M U M V A L U E S

P R E S S U R E S

JUNCTION MAXIMUM JUNCTION MINIMUM

NUMBER PRESSURES NUMBER PRESSURES
psi psi
--------------------- ---------------------
150 84.31 154 78.66
118 83.44 140 79.94
152 83.43 138 80.38
122 82.53 136 80.40
124 82.09 120 80.79

V E L O C I T I E S

PIPE MAXIMUM PIPE MINIMUM

NUMBER VELOCITY NUMBER VELOCITY
(ft/s) (ft/s)
--------------------- ---------------------
121 0.78 371 0.02
117 0.63 139 0.03
119 0.63 153 0.16
349 0.47 151 0.28
367 0.35 317 0.28

S U M M A R Y O F I N F L O W S A N D O U T F L O W S

(+) INFLOWS INTO THE SYSTEM FROM SUPPLY NODES
(-) OUTFLOWS FROM THE SYSTEM INTO SUPPLY NODES

NODE FLOWRATE NODE
NAME gpm TITLE
--------------------------------------------
100 220.00

NET SYSTEM INFLOW = 220.00
NET SYSTEM OUTFLOW = 0.00
NET SYSTEM DEMAND = 220.00
================================================================================

***** HYDRAULIC ANALYSIS COMPLETED *****
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EXHIBIT A

NODE AND PIPE DIAGRAM

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DEXTER WILSON ENGINEERING, INC.

WATER ● WASTEWATER ● RECYCLED WATER

CONSULTING ENGINEERS
2234 FARADAY AVENUE ● CARLSBAD, CA ● (760) 438 -4422

SEWER STUDY FOR THE
840 CARLSBAD VILLAGE DRIVE PROJECT

IN THE CITY OF CARLSBAD
October 29, 2024
Attachment F
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Jonathan Frankel
October 29, 2024
840 Carlsbad Village Drive Project

DEXTER WILSON ENGINEERING, INC. PAGE 3
Purpose of Study

The purpose of this study is to analyze the impact the addition of the proposed 840 Carlsbad Village Drive project will have on the existing public sewer system.

Sewer System Design Criteria

The design criteria used for the evaluation of the sewerage system impacts of the 840 Carlsbad Village Drive project are consistent with Volume 1 of the 2024 City of Carlsbad Engineering Standards: General Design Standards (2024 Volume 1 Engineering Standards).

Appendix A includes excerpts from the 202 4 Volume 1 Engineering Standards pertinent to this report for reference.

Sewer Generation Rates

Chapter 6 in the 2024 Volume 1 Engineering Standards identifies the average daily sewage flow to be 200 gallons per day (gpd) per Equivalent Dwelling Unit (EDU) . Per Chapter 6, a multi-family residential unit is equal to 1.0 EDUs, and commercial space has an equivalence of 1 EDU/1800 sq ft. The sewer generation rate used for the 840 Carlsbad Village Drive project is presented in Table 1.

TABLE 1

CITY OF CARLSBAD
EDU CONVERSION RATES 1
Land Use Conversion Generation Per Unit
Single-Family Residential 1.0 EDU 200 gpd/unit
Multi-Family Residential 1.0 EDU 200 gpd/unit
1,800 sq ft Commercial 1.0 EDU -

1. Based on Volume 1 of the 2024 City of Carlsbad Engineering Standards: General Design Standards, Chapter 6 – Design Criteria for Sewer Facilities.

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Jonathan Frankel
October 29, 2024
840 Carlsbad Village Drive Project

DEXTER WILSON ENGINEERING, INC. PAGE 4
Peaking Factors

The peaking factor for sewage flow is identified in the 2024 Volume 1 Engineering Standards.

For average daily flows, a peaking factor of 2.5 shall be used to determine peak daily flows.

Manning’s “n”

The gravity sewer analyses are made using a computer program which uses the Manning Equation for all of its calculations. The Manning’s “n” used by the computer program is held as a constant for all depths in a circular conduit. The value of Manning’s “n ” used for this sewer study is 0.013 which corresponds with the recommended value in the 2024 Volume 1 Engineering Standards.

Depth and Velocity of Flow in Gravity Sewers

Under peak dry weather flow, pipes are designed to convey this flow with a maximum depth- to-diameter (d/D) ratio of 0.50. Under peak wet weather flow, p ipes are designed for a maximum d/D ratio of 0.75. Gravity sewer lines are designed to maintain a minimum velocity of 2.0 feet per second at peak dry weather flow to prevent the deposition of solids.

Projected Sewer Generation

Based on the sewage generation factor s presented in Table 1, the estimated average sewer generation for the project is calculated in Table 2.

July 28, 2026
Item #7 Page 420 of 498
Jonathan Frankel
October 29, 2024
840 Carlsbad Village Drive Project

DEXTER WILSON ENGINEERING, INC. PAGE 5
TABLE 2
840 CARLSBAD VILLAGE DRIVE

AVERAGE DAILY SEWER FLOW
Land Use Quantity Sewage Generation
Factor
Average Daily
Flow
Multi-Family Residential 50 DU 200 gpd/DU 10,000 gpd
Commercial 3,694 sq ft 200 gpd / 1,800 sq ft 410 gpd
TOTAL - - 10,410 gpd

Per Table 2, average daily sewer flow for the 840 Carlsbad Village Drive project is 10,410 gpd or 7.2 gpm. The peak daily flow is 26,025 gpd or 18.1 gpm (Average Daily Flow x 2.5).

Existing Sewer System

The existing sewer system in the vicinity of the 840 Carlsbad Village Drive project includes an 8-inch gravity sewer line and a 42-inch trunk sewer in Jefferson Street to the west of the project. This 8-inch gravity sewer line conveys flow northwest to near Grand Avenue where it discharges into the existing 42-inch gravity sewer line in Jefferson Street . Figure 2 presents the existing sewer system in the vicinity of the project.

Proposed Sewer System

The 840 Carlsbad Village Drive project will connect to the public sewer system in Jefferson Street at two locations. Two 6-inch laterals will be constructed to connect the project to the public system. Figure 2 presents the proposed sewer system for the 840 Carlsbad Village Drive project.

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Jonathan Frankel
October 29, 2024
840 Carlsbad Village Drive Project

DEXTER WILSON ENGINEERING, INC. PAGE 7
Offsite Public Sewer System Analysis

The offsite public sewer system analysis consists of determining peak sewer flows immediately downstream of the proposed development. The existing local public sewer system was analyzed under existing flows and under existing flows plus proposed flows.

Existing sewer flows were determined by estimating the number of equivalent dwelling units serviced by each of the sewer lines affected by the project. The scope of the offsite sewer analysis was from the project connection point northwest to near Grand Avenue where the 8-inch sewer meets with another 8-inch sewer conveying flow from the north before joining in a 12 -inch sewer connection to the 42 -inch trunk sewer . The offsite sewer analysis is included in Appendix B.

The results of the sewer analysis show that under the existing peak flows the existing sewer downstream of the project has a d/D ratio of 0.16 and with the addition of the proposed project the maximum d/D ratio will increase to 0. 19. Based on this analysis, the 8 -inch sewer in Jefferson Street is within the d/D criteria of 0.5 from the 2024 City of Carlsbad Engineering Standards.

The flow velocity in the existing 8-inch public sewer in Jefferson Street is 2.4 fps and will increase to 2.7 fps with the proposed project, keeping the sewer in line with the City’s design criteria.

Conclusions and Recommendations

The following conclusions have been made related to providing sewer service to the 840 Carlsbad Village Drive project.

1. The 840 Carlsbad Village Drive project will receive sewer service from the City of Carlsbad.

2. The existing and proposed public sewer system is presented in Figure 2.

3. The project will connect to the existing 8 -inch sewer line in Jefferson Street at two locations on the west side of the project.

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APPENDIX A

CITY OF CARLSBAD

SEWER SYSTEM DESIGN CRITERIA

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Volume 1 5/30/24

Page 41 of 54 ends

Carlsbad City CouncilJuly 28, 2026

Carlsbad City Council
July 28, 2026