Escondido City Council
December 7, 2022

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concentrations, these projects would not exacerbate or interfere with the region’s ability to attain the health-based standards.

Summary
Based on the above discussion, implementation of VMT-reducing projects under the program would not result in the violation of any air quality standard and would not expose sensitive receptors to substantial pollutant concentrations such that human health would be adversely affected. This impact is less than significant. d) Result in other emissions (such as those leading to odors) adversely affecting a substantial number of people?
Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These types of improvements would not introduce new permanent sources of emissions, such as those leading to odors (e.g., wastewater treatment plants, landfills and composting facilities, petroleum refineries, chemical manufacturing plants, painting/coating operations, and food processing facilities). However, the activities involved in constructing VMT-reducing projects, such as asphalt paving and use of diesel-powered construction vehicles and equipment, would result in temporary emissions, including odors. Although construction activities would generally occur in populated residential and commercial areas, emissions would be intermittent in nature, highly localized, and would disperse rapidly from the source.

Additionally, emissions would be minimal, short-term, and would cease upon completion of construction. Therefore, construction-generated emissions, such as odors, would not adversely affect a substantial number of people. Based on the above discussion, implementation of VMT-reducing projects under the program would not result in other emissions, such as those leading to odors, that would adversely affect a substantial number of people. This impact is less than significant.

Resolution No. 2022-162
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3.4 BIOLOGICAL RESOURCES

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
IV. Biological Resources.

Would the program:
a) Have a substantial adverse effect, either directly or through habitat modifications, on any species
identified as a candidate, sensitive, or special-status species in local or regional plans, policies, or
regulations, or by the California Department of Fish
and Wildlife or the U.S. Fish and Wildlife Service?
b) Have a substantial adverse effect on any riparian
habitat or other sensitive natural community
identified in local or regional plans, policies, or
regulations or by the California Department of Fish
and Wildlife or the U.S. Fish and Wildlife Service?
c) Have a substantial adverse effect on state or federally protected wetlands (including, but not limited to,
marsh, vernal pool, coastal, etc.) through direct
removal, filling, hydrological interruption, or other
means?
d) Interfere substantially with the movement of any
native resident or migratory fish or wildlife species or with established native resident or migratory wildlife
corridors, or impede the use of native wildlife nursery sites?
e) Conflict with any local policies or ordinances
protecting biological resources, such as a tree
preservation policy or ordinance?
f) Conflict with the provisions of an adopted Habitat
Conservation Plan, Natural Community Conservation
Plan, or other approved local, regional, or state
habitat conservation plan?

3.4.1 Environmental Setting
The city of Escondido is largely built out, and remaining native habitat is primarily located along the city’s periphery, adjacent to undeveloped portions of unincorporated county. Land cover within the city is comprised of developed land, chaparral, coastal sage scrub, oak woodland, grassland, and riparian habitat. Chaparral communities, particularly southern mixed chaparral and chamise chaparral, dominate on higher and steeper slopes in northern Escondido.

Coastal sage scrub and oak woodland communities are located around the outskirts of the city. Grassland habitats are prominent along the southeastern and eastern edges of the city. Riparian habitats within the city include freshwater marsh and wetland habitats. Riparian forests, woodlands, and scrub communities are found along many of the drainages with the most significant stands associated with Kit Carson Park (City of Escondido 2012b).

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Five large areas of natural habitats, located in the northeastern, eastern, southern, southwestern, and northwestern portions of the city support an array of reptiles, amphibians, birds, and small mammals. At the time the City’s General Plan EIR was adopted, the program area was found to support 42 special-status plant species and 64 special-status wildlife species, including Harbison’s dun skipper, southwestern pond turtle, coastal cactus wren, Cooper’s hawk, golden eagle, and burrowing owl (City of Escondido 2012b).

Wildlife movement primarily occurs within large natural habitat areas in the city. These areas provide two primary landscape linkages: (1) east-west across the northern portion of the city, including Daley Ranch, between the County of San Diego and northern San Marcos; and (2) east west across the southern portion of the city, as part of the San Pasqual River Valley corridor. The southern habitat linkage, in particular, is considered essential for maintaining natural genetic exchange and population connectivity for the California gnatcatcher and coastal cactus wren populations in the San Pasqual River Valley (City of Escondido 2012b).

The MHCP, adopted by San Diego Association of Governments (SANDAG) in 2003, is a comprehensive, multiple jurisdictional sub-regional habitat planning program designed for northwestern San Diego County. The city of Escondido is included in the MHCP study area for which SANDAG, in cooperation with the City, created a Draft Escondido Subarea Plan. The subarea plans describe specific biological conservation policies each city agrees to institute to implement the MHCP (City of Escondido 2001). The public review draft of the Escondido Subarea Plan was released in 2001; however, the subarea plan was not adopted by the city. The subarea plan covers the entire city boundary and approximately 3,000 acres of unincorporated County land within the City’s sphere of influence (City of Escondido 2001).

3.4.2 Discussion
a) Have a substantial adverse effect, either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special-status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Wildlife or the U.S. Fish and Wildlife Service?
No Impact. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. The activities involved in constructing VMT-reducing projects would include minor grading, excavation, and other ground disturbance. However, VMT-reducing projects would be located in areas that lack suitable habitat for candidate, sensitive, or special-status species. Most construction activities would be located in developed areas within roadway rights-of-way, such as on existing roads and sidewalks. Some VMT-reducing projects, such as those involving new sidewalk coverage, may occur along undeveloped roadway shoulders; however, construction activities would be limited to small, disturbed areas that contain ruderal vegetation and are surrounded by urban development. Therefore, implementation of VMT-reducing projects under the program would not result in a substantial adverse effect on candidate, sensitive, or special-status species. No impact would occur.
b) Have a substantial adverse effect on any riparian habitat or other sensitive natural community identified in local or regional plans, policies, or regulations or by the California Department of Fish and Wildlife or the U.S. Fish and Wildlife Service? No Impact. As discussed in Section 3.4.2(a), VMT-reducing projects would be located in developed areas within roadway rights-of-way, such as on existing roads and sidewalks, or in disturbed areas along roadway shoulders that are surrounded by urban development. These projects would be located in areas that lack riparian habitat or other sensitive natural communities. Therefore, implementation of VMT-reducing projects under the program would not result in a substantial adverse effect on any riparian habitat or other sensitive natural communities. No impact would occur.

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c) Have a substantial adverse effect on state or federally protected wetlands (including, but not limited to, marsh, vernal pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means?
No Impact. As discussed in Section 3.4.2(a), VMT-reducing projects would be located in developed areas within roadway rights-of-way, such as on existing roads and sidewalks, or in disturbed areas along roadway shoulders that are surrounded by urban development. These projects would be located in areas where protected wetlands are not present. Therefore, implementation of VMT-reducing projects under the program would not result in a substantial adverse effect state or federally protected wetlands. No impact would occur. d) Interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites?
No Impact. As discussed in Section 3.4.2(a), VMT-reducing projects would be located in developed areas within roadway rights-of-way, such as on existing roads and sidewalks, or in disturbed areas along roadway shoulders that are surrounded by urban development. These projects would be located in areas where wildlife corridors and nursery sites are not present. Therefore, implementation of VMT-reducing projects under the program would not interfere with wildlife corridors or impede the use of native wildlife nursery sites. No impact would occur. e) Conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance?
No Impact. General Plan Policy 1.9 of the Resource Conservation Element directs the City to encourage proposed development projects to minimize the removal of significant stands of trees unless needed to protect public safety and to limit tree removal to the minimum amount necessary to assure continuity and functionality of building spaces.

Additionally, the City’s Municipal Code includes regulations governing the protection of biological resources, including mature and protected trees. EMC Section 33-1052 defines a protected tree as “any oak (genus quercus) which has a ten (10) inch or greater DBH, or any other species or individual specimen listed on the local historic register, or determined to substantially contribute to the historic character of a property or structure listed on the local historic register, pursuant to Article 40 of the Escondido Zoning Code.” EMC Section 1068 prohibits the removal of trees and encroachment by new construction or improvements into the dripline of protected and required trees within the public right-of-way without a vegetation removal permit. In addition, pursuant to EMC Section 33-1069, every feasible effort shall be made to preserve sensitive biological habitat, sensitive biological species, mature trees, and protected trees in-place.

As discussed in Section 3.4.2(a), VMT-reducing projects would be located in developed areas within roadway rightsof-way, such as on existing roads and sidewalks, or in disturbed areas along roadway shoulders that are surrounded by urban development. Construction activities would occur in areas where protected biological resources are not present. Additionally, VMT-reducing projects would not require trimming, pruning, shaping, or removal of any mature or protected trees. Therefore, implementation of VMT-reducing projects under the program would not conflict with local policies or ordinances protecting biological resources. No impact would occur. f) Conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan?
Less than significant. The Draft Escondido Subarea Plan has not been adopted. However, the City complies with the conservation policies identified in the MHCP through use of the Draft San Escondido Subarea Plan as an implementation tool. As discussed in Section 3.4.2(a), VMT-reducing projects would be located in developed areas within roadway rights-of-way, such as on existing roads and sidewalks, or in disturbed areas along roadway shoulders that are surrounded by urban development. Construction activities would occur in areas that lack natural habitat.

Therefore, VMT-reducing projects would not conflict with the provisions of SANDAG’s MHCP. No impact would occur.

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Resolution No. 2022-162
Exhibit "B"

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3.5 CULTURAL RESOURCES

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
V. Cultural Resources.

Would the program:
a) Cause a substantial adverse change in the
significance of a historical resource pursuant to
Section 15064.5?
b) Cause a substantial adverse change in the
significance of an archaeological resource pursuant
to Section 15064.5?
c) Substantially disturb human remains, including those interred outside of formal cemeteries?

3.5.1 Environmental Setting
CEQA defines historic resources as those that are listed on, or determined to be eligible for listing on, the California Register of Historical Resources (CRHR) or a local register, or are otherwise determined to be historical pursuant to CEQA (PRC Section 21084.1) or the CEQA Guidelines (CCR Title 14, Section 15064.5). The CRHR also includes properties formally determined eligible for listing or listed in the National Register of Historic Places (PRC Section 5024.1). A historic resource may be an object, building, structure, site, area, place, record, or manuscript that is historically significant or significant in terms of California’s architectural, engineering, scientific, economic, agricultural, educational, social, political, military, or cultural records (PRC Section 5020.1[j]). Typically, historic resources are more than 50 years old. The city contains historical sites that are designated on local, state, and national historical lists, and that meet the definitions of historical resources under Section 15064.5(a) of the State CEQA Guidelines. These resources include historic districts, parks, buildings, roadways, and bridges (City of Escondido 2012b).

Archaeological resources may be considered historic resources or, if not, they may be determined to be “unique” as defined by CEQA (PRC Section 21083.2[g]). A “unique archaeological resource” is an archaeological artifact, object, or site about which it can be clearly demonstrated that, without merely adding to the current body of knowledge, there is a high probability that it meets any of the following criteria: (1) contains information needed to answer important scientific research questions and that there is a demonstrable public interest in that information; (2) has a special and particular quality such as being the oldest of its type or the best available example of its type; or (3) is directly associated with a scientifically recognized important prehistoric or historic event or person. Archaeological resources within the city are primarily associated with settlement patterns of the area over time beginning approximately 10,000 years ago. The City has recorded hundreds of known archaeological sites, but the locations are kept confidential in order to protect those resources. Known archaeological resources within archaeological sites include, but are not limited to, bedrock milling sites, midden deposits, rock art, stone artifacts, concrete pads, local stone foundations, and refuse scatters containing historic age trash (City of Escondido 2012b).

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3.5.2 Discussion
a) Cause a substantial adverse change in the significance of a historical resource pursuant to Section 15064.5?
Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. Construction activities would occur within roadway rights-of-way and would not involve the demolition, destruction, alteration, or structural relocation of a historical resource. VMT-reducing projects may be located within the boundaries of a potential or formally designated historic district. However, these projects would be required to comply with applicable requirements in the City’s Design Standards and Standard Drawings, including standards for construction and maintenance of curbs, sidewalks, and pedestrian ramps within historic districts (City of Escondido 2014). Compliance with the EMC Article 40, Section 33-798, would protect historic resources from adverse change by requiring the project proponent to obtain a permit and Certificate of Appropriateness for any new construction or alteration that would affect the exterior appearance of a historical resource listed on the local register, or located within an historical overlay district, including the back, sides, and street façade, even when a building permit is not otherwise required. Additionally, public rightof-way improvements (e.g., curb and gutter, sidewalks, street paving, curb cuts, driveways, and stamped sidewalk) and new street furniture would be subject to historic preservation commission review prior to project approval.

Compliance with local requirements would ensure that implementation of VMT-reducing projects under the program would not cause a substantial adverse change in the significance of a historical resource. This impact is less than significant.
b) Cause a substantial adverse change in the significance of an archaeological resource pursuant to Section 15064.5?
Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. The activities involved in constructing VMT-reducing projects would include minor grading, excavation, and other ground disturbance. However, VMTreducing projects would be located in developed areas within roadway rights-of-way, such as on existing roads and sidewalks, or in disturbed areas along roadway shoulders. Because ground disturbance would be limited to shallow depths, comprised of artificial fill or previously disturbed soils, archaeological resources are unlikely to be encountered. Furthermore, VMT-reducing projects would be consistent with General Plan Goal 5 and Policies 5.2 of the Resource Conservation Chapter, which call for the preservation of important cultural and paleontological resources that contribute to the unique identity and character of Escondido. Policy 5.2 encourages the preservation of significant cultural and paleontological resources listed on the national, state, or local registers through maintenance or development of appropriate ordinances that protect, enhance, and perpetuate resources; incentive programs; and/or the development review process (City of Escondido 2012a). Therefore, implementation of VMTreducing projects under the program would not adversely affect archaeological resources. This impact is less than significant.
c) Substantially disturb human remains, including those interred outside of formal cemeteries?
Less than significant. As discussed in Section 3.5.2(b), the activities involved in constructing VMT-reducing projects would include minor grading, excavation, and other ground disturbance. However, VMT-reducing projects would be located in developed areas within roadway rights-of-way, such as on existing roads and sidewalks, or in disturbed areas along roadway shoulders. Because ground disturbance would be limited to previously disturbed soils, human remains are unlikely to be encountered.

In the unlikely event that human remains are encountered during construction activities, applicants would be required to comply with California Health and Safety Code Section 7050.5, which states that if human remains are discovered during project construction, no further disturbance shall occur until the County Coroner has made the necessary findings as to the origin. Further, pursuant to California PRC Section 5097.98(b), remains shall be left in place and free Resolution No. 2022-162
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from disturbance until a final decision as to the treatment and disposition of the remains has been made. If the County Coroner determines the remains to be of Native American origin, the Native American Heritage Commission (NAHC) shall be contacted within 24 hours. Subsequently, the NAHC shall identify the most likely descendant (MLD).

The MLD shall then make recommendations and engage in consultations concerning the treatment of the remains as provided in California PRC Section 5097.98. Because of the limited potential for human remains to be encountered during construction activities and required compliance with existing regulations pertaining to the discovery of human remains, implementation of VMT-reducing projects under the program would not substantially disturb human remains. This impact is less than significant.

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3.6 ENERGY

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
VI. Energy.

Would the program:
a) Result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary
consumption of energy resources, during project
construction or operation?
b) Conflict with or obstruct a state or local plan for
renewable energy or energy efficiency?

3.6.1 Environmental Setting

ENERGY SOURCES
San Diego Gas & Electric (SDG&E) is a regulated public utility that provides energy service to 3.7 million people within a 4,100-square-mile service area that encompasses San Diego and southern Orange counties (SDG&E 2022a). SDG&E is the primary electricity and natural gas supplier for the City (City of Escondido 2012b). SDG&E obtains electricity from a variety of sources, including SDG&E-owned facilities and other private and publicly owned facilities that provide electricity through contracts and agreements. In 2020, SDG&E delivered approximately 40 percent renewable energy to its customers (SDG&E 2022b).

ENERGY REGULATIONS
Warren-Alquist Act
The 1975 Warren-Alquist Act established the California Energy Resources Conservation and Development Commission, now known as the California Energy Commission (CEC). The Warren-Alquist Act established State policy to reduce wasteful, uneconomical, and unnecessary uses of energy by employing a range of measures. The California Public Utilities Commission (CPUC) regulates privately-owned utilities in the energy, rail, telecommunications, and water fields.

State of California Energy Action Plan
The CEC, CPUC, and now defunct Consumer Power and Conservation Financing Authority prepared the first State of California Energy Action Plan (EAP) in 2003 to establish shared goals and specific actions to ensure that adequate, reliable, and reasonably-priced electrical power and natural gas supplies are achieved and provided through policies, strategies, and actions that are cost-effective and environmentally sound for California’s consumers and taxpayers.

The plan was updated in 2005 and 2008 to address policy, the emerging importance of climate change, transportation-related energy issues, and research and development activities (CEC and CPUC 2008).

Transportation-Related Regulations
Various regulatory and planning efforts are aimed at reducing dependency on fossil fuels, increasing the use of alternative fuels, and improving California’s vehicle fleet. SB 375 aligns regional transportation planning efforts, regional greenhouse gas (GHG) emission reduction targets, and land use and housing allocation. CARB, in Resolution No. 2022-162
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consultation with the metropolitan planning organizations, provides each affected region with reduction targets for GHGs emitted by passenger cars and light trucks in their respective regions for 2020 and 2035.

As described in Section 2.2, Senate Bill 743 directed OPR to adopt CEQA Guidelines addressing “criteria for determining the significance of transportation impacts of projects within transit priority areas. Those criteria shall promote the reduction of greenhouse gas emissions, the development of multimodal transportation networks, and a diversity of land uses.” SB 743 resulted in a fundamental shift to the manner in which transportation impacts are considered under CEQA, which has led to the need for the development and application of new VMT-based mitigation strategies and options.

Renewable Energy Regulations
SB X1-2 of 2011 requires all California utilities to generate 33 percent of their electricity from renewables by 2020. SB X1-2 also requires the renewable electricity standard to be met increasingly with renewable energy that is supplied to the California grid from sources within, or directly proximate to, California. SB X1-2 mandates that renewables from these sources make up at least 50 percent of the total renewable energy for the 2011-2013 compliance period, at least 65 percent for the 2014-2016 compliance period, and at least 75 percent for 2016 and beyond.

SB 100, signed in September 2018, requires that all California utilities, including independently-owned utilities, energy service providers, and community choice aggregators, supply 44 percent of retail sales from renewable resources by December 31, 2024, 50 percent of all electricity sold by December 31, 2026, 52 percent by December 31, 2027, and 60 percent by December 31, 2030. The law also requires that eligible renewable energy resources and zero-carbon resources supply 100 percent of retail sales of electricity to California end-use customers and 100 percent of electricity procured to serve all State agencies by December 31, 2045.

3.6.2 Discussion
a) Result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources, during project construction or operation?
Less than significant. Implementation of the program would result in the construction of improvements to the City’s existing pedestrian, bicycle, and transit network within existing roadway rights-of-way. Certain VMT-reducing projects would result in the consumption of energy resources during operations, including energy used to power new pedestrian signals; rapid rectangular flashing beacons, pedestrian hybrid beacons, or other pedestrian activated crossing signals; and lighting and digital messaging signs at bus stops. However, energy consumption associated with operation of these features would be minor. Alternatively, these features could be powered by small on-site solar panels. Additionally, VMT-reducing projects would benefit from various State laws and requirements related to increasing the use of renewable energy and using energy more efficiently, such as SB X1-2 and SB 100 requirements to increase the amount of electricity generated from renewable and carbon-free energy sources. Furthermore, these VMT-reducing projects are intended to reduce vehicle trips, with the co-benefit of reducing transportation-related energy consumption and reliance on fossil fuels. Therefore, VMT-reducing projects which have a beneficial impact on energy resources.

Construction activities for VMT-reducing projects would require the consumption of energy resources such as electricity, fuels, and non-renewable resources. However, these types of projects would not involve large amounts of labor or extensive use of construction equipment. Some worker trips and construction equipment may be required during installation of these improvements, resulting in the short-term consumption of diesel fuel and gasoline.

Standard BMPs would discourage unnecessary idling and the operation of poorly maintained equipment during construction. Construction-related energy demand would vary throughout the construction period and would cease upon completion of construction.

Based on the above discussion, the program would not result in wasteful, inefficient, or unnecessary consumption of energy during construction or operation of VMT-reducing projects. This impact is less than significant.

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b) Conflict with or obstruct a state or local plan for renewable energy or energy efficiency
Less than significant. Relevant plans that pertain to the efficient use of energy include the EAP, which identifies transportation fuels supply, demand, and infrastructure as an area of focus (CEC and CPUC 2008). As discussed in Section 3.6.2(a), implementation of VMT-reducing projects would require the minor consumption of energy resources during construction and operation; however, these projects would reduce vehicle trips, with the co-benefit of reducing transportation-related energy consumption and reliance on fossil fuels. Furthermore, VMT-reducing projects would benefit from, and would not conflict with, various State laws and requirements related to increasing the use of renewable energy and using energy more efficiently, such as SB X1-2 and SB 100 requirements to increase the amount of electricity generated from renewable and carbon-free energy sources. Therefore, VMT-reducing projects would directly support EAP goals and strategies and would not conflict with or obstruct a State or local plan for renewable energy or energy efficiency. This impact is less than significant.

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3.7 GEOLOGY AND SOILS

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
VII. Geology and Soils.

Would the program:
a) Directly or indirectly cause potential substantial
adverse effects, including the risk of loss, injury, or death involving:
i) Rupture of a known earthquake fault, as
delineated on the most recent Alquist-Priolo
Earthquake Fault Zoning Map issued by the
State Geologist for the area or based on other
substantial evidence of a known fault? (Refer to
California Geological Survey Special Publication

42.)
ii) Strong seismic ground shaking?
iii) Seismic-related ground failure, including
liquefaction?
iv) Landslides?
b) Result in substantial soil erosion or the loss of topsoil? c) Be located on a geologic unit or soil that is unstable, or that would become unstable as a result of the
project, and potentially result in on- or off-site
landslide, lateral spreading, subsidence, liquefaction, or collapse?
d) Be located on expansive soil, as defined in Table 18-1- B of the Uniform Building Code (1994, as updated),
creating substantial direct or indirect risks to life or property?
e) Have soils incapable of adequately supporting the use of septic tanks or alternative waste water disposal
systems where sewers are not available for the
disposal of waste water?
f) Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature?

3.7.1 Environmental Setting
The city is in the foothills subprovince of the Peninsular Ranges Geomorphic Province, an area that transitions between the coastal plain to the west and the granitic highlands to the east. Elevations range from 600 to 2,000 feet above mean sea level and surface exposures in the area include rocks ranging from Mesozoic to Quaternary in age as well as recent soils and alluvial deposits of variable depth and composition (City of Escondido 2012b).

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EARTHQUAKE HAZARDS
The program area is not located within an Alquist-Priolo Fault Zone. There are no known active fault lines within the program area and the potential for surface fault displacements is considered low. The program area is in a region of high seismic potential due to several active faults in the greater region, including the San Jacinto, Elsinore, and Rose Canyon Fault Zones, all of which are located outside of the program area (City of Escondido 2012b).

Liquefaction occurs primarily in saturated, loose, fine to medium-grained soils in areas where the groundwater table is generally 50 feet or less below the surface. When these sediments are shaken during an earthquake, a sudden increase in pore water pressure can cause the soils to lose strength and behave as a liquid. In the program area, liquefaction hazard areas primarily occur along natural waterways, such as Escondido Creek, Reidy Creek, and Lake Wohlford (City of Escondido 2012b).

Ground shaking from an earthquake can cause landslides or result in a boulder-rolling hazard in boulder-strewn hillside areas. The program area contains small landslide hazard areas, which are located along the city’s periphery, on slopes greater than 25 percent (City of Escondido 2012b).

SOIL CHARACTERISTICS
Soils in the program area generally consist of well-drained, medium-to coarse-grained, often rocky sandy loams, commonly with clay loam substrata and underlying igneous and metamorphic bedrock. Most of the soils within the program area are prone to severe erodibility. There are also small areas of highly expansive soils within the program area, generally located around the periphery. Expansive soils are deposited in a loose, highly porous state, then harden and remain dry after deposition. Upon contact with moisture, the weak cementation between the loose soil particles softens and can result in settlement or collapse. The program area has had no known cases of lateral spreading resulting in damage to property or structures and has a very low potential of subsidence, due to underlying geologic formations that are mostly granitic (City of Escondido 2012b).

PALEONTOLOGICAL SENSITIVITY
Geologic formations within the program area include alluvial deposits from the Holocene and Pleistocene era, granitic and other intrusive crystalline rocks from the mid-Cretaceous era, and metamorphic formations of sedimentary and volcanic origin from the Mesozoic era. None of these formations are considered to have high paleontological sensitivity. Several of the formations are considered to have moderate paleontological sensitivity, including areas in the central portion of the city (City of Escondido 2012b).

3.7.2 Discussion
a) Directly or indirectly cause potential substantial adverse effects, including the risk of loss, injury, or death involving:
i) Rupture of a known earthquake fault, as delineated on the most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault? (Refer to California Geological Survey Special Publication 42.)
No impact. There are no delineated Alquist-Priolo Earthquake Fault Zones within the program area. Therefore, VMTreducing projects that would be implemented as part of the program would not cause substantial adverse effects related to the rupture of a known earthquake fault. No impact would occur.

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ii) Strong seismic ground shaking?
No impact. The program area is in a region of high seismic potential due to several active faults in the greater region.

VMT-reducing projects that would be implemented as part of the program would be located within developed roadway rights-of-way where existing transportation infrastructure is present. These projects do not include construction of habitable structures and thus would not exacerbate hazards to people or property from strong seismic ground shaking. No impact would occur.
iii) Seismic-related ground failure, including liquefaction? No impact. Liquefaction hazard areas in the program area primarily occur along natural waterways. VMT-reducing projects that would be implemented as part of the program would be located within developed roadway rights-ofway where existing transportation infrastructure is present. These projects do not include construction of habitable structures and thus would not exacerbate hazards to people or property from seismic-related ground failure, including liquefaction. No impact would occur.
iv) Landslides?
No impact. The program area contains small landslide hazard areas, which are located along the periphery, on slopes greater than 25 percent. The VMT-reducing projects that would be implemented as part of the program would be located within developed roadway rights-of-way where existing transportation infrastructure is present. These projects do not include construction of habitable structures and thus would not exacerbate hazards to people or property from landslides. In addition, VMT-reducing projects would not occur on steep slopes or require substantial ground disturbing activities that could cause a landslide. No impact would occur. b) Result in substantial soil erosion or the loss of topsoil? Less than significant. Most of the soils within the program area are prone to severe erodibility. Thus, projects that would involve ground disturbing activities have the potential to cause soil erosion and loss of topsoil. VMT-reducing projects that would be implemented as part of the program would require minor grading, excavation, and other ground disturbance. Ground disturbing activities would generally occur in already disturbed, developed roadway rights-of-way where existing transportation infrastructure is present. VMT-reducing projects would be required to comply with the City’s Design Standards and Standard Drawings, which specifies grading and erosion control standards (City of Escondido 2014). Additionally, VMT-reducing projects involving disturbance of one or more acres would be required to comply with a project-specific storm water pollution prevention plan (SWPPP) that complies with the National Pollutant Discharge Elimination System (NPDES) Construction General Permit (Order 2009-0009- DWQ). The SWPPP would identify erosion and sediment controls to substantially reduce the amount of soil disturbance, erosion, and sediment transport into receiving waters during construction. Refer to Section 3.10, “Hydrology and Water Quality,” for additional information. Through compliance with applicable requirements, VMTreducing projects that would be implemented as part of the program would not result in substantial soil erosion or the loss of topsoil. This impact is less than significant. c) Be located on a geologic unit or soil that is unstable, or that would become unstable as a result of the project, and potentially result in on- or off-site landslide, lateral spreading, subsidence, liquefaction, or collapse?
No impact. Landslide hazards and liquefaction are discussed in Sections 3.7.2(a)(iii) and (iv). The program area has had no known cases of lateral spreading resulting in damage to property or structures and has a very low potential of subsidence (City of Escondido 2012b). Furthermore, VMT-reducing projects that would be implemented as part of the program do not include construction of habitable structures that could be affected by lateral spreading, subsidence, or collapse. No impact would occur.

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d) Be located on expansive soil, as defined in Table 18-1-B of the Uniform Building Code (1994, as updated), creating substantial direct or indirect risks to life or property? No impact. Expansive soils are known to occur within the program area; however, VMT-reducing projects that would be implemented as part of the program do not include construction of habitable structures that could be affected by expansive soils. Therefore, VMT-reducing projects would not create substantial risks to life or property from expansive soils. No impact would occur.
e) Have soils incapable of adequately supporting the use of septic tanks or alternative waste water disposal systems where sewers are not available for the disposal of waste water?
No impact. VMT-reducing projects that would be implemented as part of the program do not include installation of any septic tanks or alternative waste water disposal systems. No impact would occur. f) Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature?
Less than significant. The central portion of the city includes areas that are underlain by geologic formations of moderate paleontological sensitivity. Thus, projects that involve ground disturbing activities have the potential to disturb unique paleontological resources. VMT-reducing projects that would be implemented as part of the program would involve minor grading, excavation, and other ground disturbance during construction. Ground disturbance would generally be limited to shallow depths, comprised of artificial fill or previously disturbed soils, within developed roadway rights-of-way. Furthermore, VMT-reducing projects would be consistent with General Plan Goal 5 and Policies 5.2 of the Resource Conservation Chapter, which call for the preservation of important cultural and paleontological resources that contribute to the unique identity and character of Escondido. Policy 5.2 encourages the preservation of significant cultural and paleontological resources listed on the national, state, or local registers through maintenance or development of appropriate ordinances that protect, enhance, and perpetuate resources; incentive programs; and/or the development review process (City of Escondido 2012a). For all the foregoing reasons, the program would not directly or indirectly destroy a unique paleontological resource or site or unique geologic feature. This impact is less than significant.

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3.8 GREENHOUSE GAS EMISSIONS

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
VIII. Greenhouse Gas Emissions.

Would the program:
a) Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the
environment?
b) Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of
greenhouse gases?

3.8.1 Environmental Setting
Certain gases in the earth’s atmosphere, classified as GHGs, play a critical role in determining the earth’s surface temperature. GHGs are responsible for “trapping” solar radiation in the earth’s atmosphere, a phenomenon known as the greenhouse effect. Prominent GHGs contributing to the greenhouse effect are carbon dioxide (CO2), methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride. Human-caused emissions of these GHGs in excess of natural ambient concentrations are believed responsible for intensifying the greenhouse effect and leading to a trend of unnatural warming of the earth’s climate, known as global climate change or global warming.

Emissions of GHGs contributing to global climate change are attributable, in large part, to human activities associated with on-road and off-road transportation, industrial/manufacturing, electricity generation by utilities and consumption by end users, residential and commercial on-site fuel usage, and agriculture and forestry. Emissions of CO2 are largely byproducts of fossil fuel combustion.

The quantity of GHGs in the atmosphere that ultimately result in climate change is not precisely known, but is enormous; no single project alone would measurably contribute to an incremental change in the global average temperature, or to global, local, or micro climates. From the standpoint of the CEQA, GHG impacts relative to global climate change are inherently cumulative.

Although there is strong scientific consensus that global climate change is occurring and is influenced by human activity, there is less certainty as to the timing, severity, and potential consequences of the climate phenomena.

Scientists have identified several ways in which global climate change could alter the physical environment in California, including:
 increased average temperatures;
 modifications to the timing, amount, and form (rain vs. snow) of precipitation;  changes in the timing and amount of runoff;
 reduced water supply;
 deterioration of water quality; and
 elevated sea level.

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CLIMATE CHANGE LAWS, REGULATIONS, AND PLANS
Assembly Bill 32, the California Global Warming Solutions Act of 2006 In September 2006, the California Global Warming Solutions Act of 2006, Assembly Bill (AB) 32, was signed into law.

AB 32 establishes regulatory, reporting, and market mechanisms to achieve quantifiable reductions in GHG emissions and a cap on statewide GHG emissions. AB 32 requires that statewide GHG emissions be reduced to 1990 levels by 2020. AB 32 also requires that (a) the statewide greenhouse gas emissions limit remain in effect unless otherwise amended or repealed; (b) the statewide greenhouse gas emissions limit continue in existence and be used to maintain and continue reductions in emissions of greenhouse gases beyond 2020; and (c) [CARB] shall make recommendations to the Governor and the Legislature on how to continue reductions of greenhouse gas emissions beyond 2020 [California Health and Safety Code, Division 25.5, Part 3, Section 38551]. For the purposes of AB 32 and other legislation in California, GHGs are expressed in carbon dioxide equivalent (CO2e). CO2e is a measurement used to account for the fact that different GHGs have different potential to retain infrared radiation in the atmosphere and contribute to the greenhouse effect. This potential, known as the global warming potential of a GHG, is dependent on the lifetime, or persistence, of the gas molecule in the atmosphere.

Senate Bill 32 and Assembly Bill 197 of 2016
In August 2016, Governor Brown signed SB 32 and AB 197, which serve to extend California’s GHG reduction programs beyond 2020. SB 32 amended the Health and Safety Code to include Section 38566, which contains language to authorize CARB to achieve a Statewide GHG emission reduction of at least 40 percent below 1990 levels by no later than December 31, 2030. SB 32 codified the targets established by EO B-30-15 for 2030, which set the next interim step in the State’s continuing efforts to pursue the long-term target expressed in EOs S-3-05 and B-30-15 of 80 percent below 1990 emissions levels by 2050.

Climate Change Scoping Plan and Updates
In December 2008, CARB adopted its first version of its Climate Change Scoping Plan, which contained the main strategies California will implement to achieve the mandate of AB 32 (2006) to reduce statewide GHG emissions to 1990 levels by 2020. In May 2014, CARB released and subsequently adopted the First Update to the Climate Change Scoping Plan to identify the next steps in reaching the goals of AB 32 (2006) and evaluate the progress made between 2000 and 2012 (CARB 2014). After releasing multiple versions of proposed updates in 2017, CARB adopted the next version titled California’s 2017 Climate Change Scoping Plan (2017 Scoping Plan) in December of that same year (CARB 2017). The 2017 Scoping Plan indicates that California is on track to achieve the 2020 statewide GHG target mandated by AB 32 of 2006 (CARB 2017). It also lays out the framework for achieving the mandate of SB 32 of 2016 to reduce statewide GHG emissions to at least 40 percent below 1990 levels by the end of 2030 (CARB 2017).

The 2017 Scoping Plan identifies the GHG reductions needed by each emissions sector.

The 2017 Scoping Plan also identifies how GHGs associated with proposed projects could be evaluated under CEQA (CARB 2017:101-102). Specifically, it states that achieving “no net increase” in GHG emissions is an appropriate overall objective of projects evaluated under CEQA if conformity with an applicable local GHG reduction plan cannot be demonstrated. CARB recognizes that it may not be appropriate or feasible for every development project to mitigate its GHG emissions to zero and that an increase in GHG emissions because of a project may not necessarily imply a substantial contribution to the cumulatively significant environmental impact of climate change.

The Draft 2022 Scoping Plan Update aims to assess progress towards achieving the Senate Bill 32 2030 target and lay out a path to achieve carbon neutrality by no later than 2045. The Draft 2022 Scoping Plan Update focuses on outcomes needed to achieve carbon neutrality by assessing paths for clean technology, energy deployment, natural and working lands, and others, and is designed to meet the State’s long-term climate objectives and support a range of economic, environmental, energy security, environmental justice, and public health priorities (CARB 2022).

Executive Order B-30-15
On April 20, 2015, Executive Order (EO) B-30-15 established a California GHG reduction target of 40 percent below 1990 levels by 2030. The EO aligns California’s GHG reduction targets with those of leading international governments such as Resolution No. 2022-162
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the 28-nation European Union, which adopted the same target in October 2014. California has met the target of reducing GHG emissions to 1990 levels by 2020, as established in the California Global Warming Solutions Act of 2006 (Assembly Bill 32, discussed above). California’s new emission reduction target of 40 percent below 1990 levels by 2030 sets the next interim step in the State’s continuing efforts to pursue the long-term target expressed under EO S-3-05 to reach the ultimate goal of reducing emissions 80 percent below 1990 levels by 2050. This target is in line with the scientifically established levels needed in the U.S. to limit global warming below 2 degrees Celsius, the warming threshold at which major climate disruptions are projected, such as super droughts and rising sea levels.

San Diego County Air Pollution Control District
SDAPCD administers EPA’s Prevention of Significant Deterioration and Title V GHG Tailoring Rule through Rule

20.3(d)(3) and Regulation XIV (Title V Operating Permits), respectively. SDAPCD has not developed thresholds of significance or guidance for analysis of GHGs under CEQA.

Escondido Climate Action Plan
The City’s CAP provides a roadmap for reducing GHG emissions through the implementation of various strategies, goals, actions and supporting measures. The CAP primarily focuses on reducing GHG emissions by 2020, 2030, and 2035, consistent with State mandates including SB 32 and the 2017 Scoping Plan, and the City’s General Plan horizon year of 2035. The following nine strategies for reducing citywide GHG emissions are identified in the CAP: (1) increase the use of zero-emission or alternative fuel vehicles, (2) reduce fossil fuel use, (3) reduce VMT, (4) increase building energy efficiency, (5) increase renewable and zero-carbon energy, (6) increase water efficiency, (7) diversify local water supply, (8) reduce and recycle solid waste, and (9) carbon sequestration and land conservation. Through implementation of the CAP, the City intends to implement 31 GHG reduction measures to achieve emission reductions from transportation, energy consumption, water and wastewater, solid waste, and carbon sequestration.

Implementation of all 31 GHG reduction measures is projected to result in a reduction of approximately 499,000 metric tons of CO2e in 2030 and 456,000 metric tons of CO2e in 2035 (City of Escondido 2021).

3.8.2 Discussion
a) Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment?
Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These VMT-reducing projects would not introduce new land uses or human activities that would result in substantial sources of GHG emissions. Rather, these projects are intended to reduce vehicle trips, with the co-benefit of reducing GHG emissions associated with on-road transportation. Therefore, VMT-reducing projects would have a beneficial impact related to greenhouse gas emissions.

Construction activities for VMT-reducing projects would generate GHG emissions from the operation of construction equipment, construction worker vehicle trips, and truck hauling trips. However, these types of projects would not involve large amounts of labor or extensive use of construction equipment. Standard BMPs would discourage unnecessary idling and the operation of poorly maintained equipment during construction. Construction-related GHG emissions would vary throughout the construction period and would cease upon completion of construction. Any temporary GHG emissions would be offset by the by the overall net benefit of GHG emission reductions after implementation of the program. Based on the above discussion, implementation of VMT-reducing projects under the program would not generate GHG emissions, either directly or indirectly, that may have a significant impact on the environment. This impact is less than significant.

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b) Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases?
Less than significant. Based on Appendix G of the CEQA Guidelines, a project would have a significant impact if it would conflict with an applicable plan, policy, or regulation adopted for the purpose of reducing GHG emissions.

Applicable plans, policies, or regulations include Statewide GHG emission targets established by AB 32, SB 32, and EO S-3-05; the most recently adopted 2017 Scoping Plan; and the City’s CAP (City of Escondido 2021) and General Plan (City of Escondido 2012b).

As discussed in Section 3.8.2(a), VMT-reducing projects are intended to reduce vehicle trips, with the co-benefit of reducing GHG emissions associated with on-road transportation. Temporary, construction-related GHG emissions would be offset by the by the overall net benefit of GHG emission reductions after implementation of the program.

Therefore, VMT-reducing projects would help the City meet Statewide GHG reduction targets established by AB 32, SB 32, and EO S-3-05; the most recently adopted 2017 Scoping Plan.

As stated in Section 2.5, “Program Objectives,” one of the objectives of the program is to reduce Citywide VMT to help meet GHG emission reduction targets identified in the City’s CAP. Therefore, VMT-reducing projects would support CAP measures to reduce vehicle trips and VMT through improving pedestrian infrastructure near schools (Measure T-3.3), installing new or improving existing bicycle lanes (Measure T-3.5), and encouraging transit ridership (Measure T-3.8). VMT-reducing projects would also be consistent with policies in the Mobility and Infrastructure Element of the City’s General Plan that are intended to reduce automobile trips and associated GHG emissions.

Applicable policies in the Mobility and Infrastructure Element that would contribute to reductions in GHG emissions include policies that promote complete streets (Policy 2.1 through 2.9) and improvements to the pedestrian network (Policy 3.1 through 3.10), bicycle network (Policy 4.1 through 4.8), and transit system (Policy 5.1 through 5.11).

Additionally, the element includes policies to manage transportation demand (Policy 6.1 through 6.3), enhance the existing street network (Policy 7.1 through 7.11), and implement traffic calming measures (Policy 9.1 through 9.3). As described above, the GHG reductions that would be achieved from implementation of VMT-reducing projects would offset the temporary GHG emissions from construction of these projects.

Based on the above discussion, implementation of VMT-reducing projects under the program would support rather than conflict with applicable plans, policies and regulations adopted for the purpose of reducing GHG emissions. This impact is less than significant.

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3.9 HAZARDS AND HAZARDOUS MATERIALS

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
IX. Hazards and Hazardous Materials.

Would the program:
a) Create a significant hazard to the public or the
environment through the routine transport, use, or
disposal of hazardous materials?
b) Create a significant hazard to the public or the
environment through reasonably foreseeable upset
and/or accident conditions involving the release of
hazardous materials into the environment?
c) Emit hazardous emissions or handle hazardous or
acutely hazardous materials, substances, or waste
within one-quarter mile of an existing or proposed
school?
d) Be located on a site which is included on a list of
hazardous materials sites compiled pursuant to
Government Code Section 65962.5 and, as a result,
would it create a significant hazard to the public or
the environment?
e) For a project located within an airport land use plan or, where such a plan has not been adopted, within
two miles of a public airport or public use airport,
would the project result in a safety hazard or
excessive noise for people residing or working in the
project area?
f) Impair implementation of or physically interfere with an adopted emergency response plan or emergency
evacuation plan?
g) Expose people or structures, either directly or
indirectly, to a significant risk of loss, injury, or death involving wildland fires?

3.9.1 Environmental Setting
This section describes the environmental setting and impacts related to hazards and hazardous materials. For the purposes of this analysis, the term “hazards” refers to risk associated with such issues as fires, explosions, exposure to hazardous materials, and interference with emergency response plans. The term “hazardous material” is defined in different ways for different regulatory programs. For this analysis, a “hazardous material” is defined by the California Health and Safety Code, Section 25501 as a material that “because of its quantity, concentration, or physical or chemical characteristics, poses a significant present or potential hazard to human health and safety or to the environment if released into the workplace or the environment.” Resolution No. 2022-162
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“Hazardous waste” is a subset of hazardous materials. For this analysis, “hazardous waste” is defined by the California Health and Safety Code, Section 25517, and in the California Code of Regulations, Title 22, Section 66261.2 as a solid waste that “because of its quantity, concentration, or physical or chemical, or infectious characteristics, may— (A) cause, or significantly contribute to an increase in mortality or an increase in serious illness, or (B) pose a substantial present or potential hazard to human health or the environment when improperly treated, stored, transported, disposed of, or otherwise managed.” California Government Code section 65962.5 requires the California Environmental Protection Agency to compile, maintain, and updated specified lists of hazardous material release sites. The program area contains sites listed on regulatory databases, including leaking underground storage tank cleanup sites and cleanup program sites listed on State Water Resources Control Board’s (SWRCB) GeoTracker database, as well as sites formerly or presently used for agriculture and petroleum storage (SWRCB 2022).

There are no public airports or private airstrips within the city. The nearest airport is the McClellan-Palomar Airport locate approximately 12 miles west of the city.

The California Department of Forestry and Fire Protection (CAL FIRE) has mapped Fire Hazard Severity Zones (FHSZs) for the entire State. FHSZs are based on an evaluation of fuels, fire history, terrain, housing density, and occurrence of severe fire weather and are intended to identify areas where urban fires could result in catastrophic losses. FHSZs are categorized as: Moderate, High, and Very High. According to CAL FIRE’s Fire Resource Assessment Program FHSZ Geographic Information System data, several areas around the perimeter of the city are categorized as very high FHSZs (CAL FIRE 2009).

3.9.2 Discussion
a) Create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials?
Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These projects would involve the use of hazardous materials during construction and routine maintenance. However, these projects would be required to comply with relevant federal, State, and local regulations regarding the safe use, transportation, and disposal of hazardous materials as well as ensuring the reduction of the potential for humans or the environment to be affected by an accidental release of hazardous materials. Regulations that would be required of those transporting, using or disposing of hazardous materials include the Resource Conservation and Recovery Act; the Comprehensive Environmental Response, Compensation, and Liability Act; the Hazardous Materials Transportation Act; CCR Titles 22 and 27; and the California Fire Code, adopted by reference in EMC Section 11-15. Therefore, implementation of VMTreducing projects under the program would not create a significant hazard through the routine transport, use, or disposal of hazardous materials. This impact is less than significant. b) Create a significant hazard to the public or the environment through reasonably foreseeable upset and/or accident conditions involving the release of hazardous materials into the environment?
Less than significant. As discussed in Section 3.9.2(a), VMT-reducing projects would be required to comply with relevant federal, State, and local regulations that require strict adherence to guidelines regarding the safe use, transportation, and disposal of hazardous materials. Compliance with these regulations would reduce the potential for humans or the environment to be affected by an accidental release of hazardous materials. Enforcement of these regulatory standards would ensure that construction and routine maintenance of VMT-reducing projects would not create a significant hazard through reasonably foreseeable upset and/or accident conditions involving the release of hazardous materials into the environment. This impact is less than significant.

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c) Emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school? Less than significant. As discussed in Section 3.9.2(a), VMT-reducing projects that would be implemented as part of the program would be required to comply with relevant federal, State, and local regulations that require strict adherence to guidelines regarding the safe use, transportation, and disposal of hazardous materials. Compliance with these regulations would reduce the potential for humans or the environment to be affected by an accidental release of hazardous materials. Because such laws are established to be protective of human health and the environment, compliance with applicable regulations is sufficient to ensure that any hazardous materials used during construction or routine maintenance of VMT-reducing projects would not result in hazardous emissions within one-quarter mile of an existing or proposed school. This impact is less than significant. d) Be located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code §65962.5 and, as a result, would it create a significant hazard to the public or the environment?
Less than significant. Sites with the potential to contain soil and groundwater contamination are located throughout the city. VMT-reducing projects that would be implemented as part of the program could potentially be located on a hazardous materials site. Ground disturbing activities, such as grading and excavation, on or near hazardous materials sites could result in the release of contaminants into the environment. However, compliance with General Plan policies would protect the public and the environment from the release of contaminants from hazardous materials sites. Specifically, General Plan Policy 8.10 of the Community Protection Chapter directs the City to require project proponents of projects in known contamination areas to conduct comprehensive soil and groundwater contamination assessments, in accordance with applicable regulations. If contamination exceeds regulatory levels, the City requires project proponent to undertake remediation procedures consistent with county, regional, and State regulations prior to grading and development of the project site. For this reason, implementation of VMT-reducing projects under the program would not create a significant hazard to the public or the environment. This impact is less than significant.
e) For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in a safety hazard or excessive noise for people residing or working in the project area?
No impact. VMT-reducing projects that would be implemented as part of the program would not result in new or relocated residential land uses, new types of noise-sensitive receptors, or new places of permanent employment where residents or workers could be exposed to a safety hazard or excessive noise. The nearest airport, McClellanPalomar Airport, is approximately 12 miles west of the city. Therefore, implementation of VMT-reducing projects under the program would not expose residents or workers to a safety hazard or excessive noise levels. No impact would occur.
f) Impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan?
Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These projects would occur within roadway rights-of-way and could alter existing roadways that serve as emergency access routes, which would have the potential to impair adopted emergency response and evacuation plans. All improvements within roadway rightsof-way would be designed in compliance with the California Fire Code, which is adopted by reference in the Escondido Fire Code. The California Fire Code requires the width of an unobstructed roadway to measure no less than 24 feet in order to provide adequate access for fire and emergency responders. Additionally, improvements within roadway rights-of-way would be required to comply with the City’s Design Standards and Standard Drawings, which require emergency access roads be designed and constructed to the requirements of City Engineer and Fire Resolution No. 2022-162
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Marshal (City of Escondido 2014). Compliance with applicable codes and design standards would ensure that adequate access is provided for fire and emergency responders during operations of VMT-reducing projects.

Construction activities for VMT-reducing projects would occur within roadway rights-of-way and may require temporary lane closures or result in other traffic disruptions. Encroachment permits from the City would be required for all work within public rights-of-way. As a requirement of encroachment permit approval, project proponents would be required to develop a traffic control plan that meets the requirements of the most current California Manual on Uniform Traffic Control Devices (Caltrans 2021) and the latest edition of the Standard Specifications for Public Works Construction. Compliance with the encroachment permit and traffic control plan would ensure that adequate access is provided for fire and emergency responders for the duration of construction activities. Therefore, implementation of VMT-reducing projects under the program would not impair an adopted emergency response plan or emergency evacuation plan. This impact is less than significant. g) Expose people or structures, either directly or indirectly, to a significant risk of loss, injury, or death involving wildland fires?
Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These projects would not include the construction of new housing or other structures and would not introduce new occupants that could be exposed to risk of loss, injury, or death involving wildland fires. Furthermore, VMT-reducing projects would be primarily within developed roadway rights-of-way where wildfire risk is low.

VMT-reducing projects could require the use of construction vehicles and equipment within areas categorized as very high FHSZs. The temporary and periodic use of construction vehicles and equipment within a very high FHSZ has the potential to increase the risk of an accidental fire ignition. However, construction activities associated with their implementation would occur within developed roadway rights-of-way where wildfire risk is low. In addition, enforcement of the California Fire Code would require the implementation of fire safety measures during construction. Safety measures would include prohibiting smoking except in approved areas and ensuring proper use of motorized equipment so that exhausts do not discharge against combustible material and refueling would not occur while in equipment was in operation. Therefore, implementation of VMT-reducing projects under the program would not expose people or structures, either directly or indirectly, to a significant risk of loss, injury, or death involving wildland fires. This impact is less than significant.

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3.10 HYDROLOGY AND WATER QUALITY

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
X. Hydrology and Water Quality.

Would the program:
a) Violate any water quality standards or waste discharge requirements or otherwise substantially degrade
surface or groundwater quality?
b) Substantially decrease groundwater supplies or
interfere substantially with groundwater recharge such
that the project may impede sustainable groundwater
management of the basin?
c) Substantially alter the existing drainage pattern of the site or area, including through the alteration of the
course of a stream or river or through the addition of
impervious surfaces, in a manner which would:
i) Result in substantial on- or offsite erosion or
siltation;
ii) Substantially increase the rate or amount of
surface runoff in a manner which would result
in flooding on- or offsite;
iii) Create or contribute runoff water which would
exceed the capacity of existing or planned
stormwater drainage systems or provide
substantial additional sources of polluted
runoff; or
iv) Impede or redirect flood flows?
d) In flood hazard, tsunami, or seiche zones, risk release of pollutants due to project inundation?
e) Conflict with or obstruct implementation of a water
quality control plan or sustainable groundwater
management plan?

3.10.1 Environmental Setting
The city is located within the South Coast Groundwater Hydrologic Region and overlies portions of the Escondido Valley Groundwater Basin and the San Pasqual Valley Groundwater Basin (DWR 2022). The Escondido Valley Groundwater Basin underlies the northern area of the city. This groundwater basin consists of a northeast trending valley drained by Escondido Creek. The San Pasqual Groundwater Basin covers portions of the southeastern area of the city. This groundwater basin underlies San Pasqual Valley and Cloverdale, Rockwood, and Bandy Canyons (City of Escondido 2012b).

The city is located within the San Diego Hydrologic Region and includes two watersheds: San Dieguito River Watershed and Carlsbad Watershed. San Dieguito River Watershed covers 221,307 acres and consists of one Resolution No. 2022-162
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hydrologic unit (HU) (San Dieguito) and the following five hydrologic areas (HAs): Solana Beach, Hodges, San Pasqual, Santa Maria Valley, and Santa Ysabel. This watershed contains the San Dieguito River and its tributaries, along with Santa Ysabel and Santa Maria Creeks. San Dieguito River Watershed also contains the following reservoirs:

Hodges Reservoir, Lake Ramona, Lake Poway, Sutherland Reservoir, Olivenhain Reservoir, and the San Dieguito Reservoir. Carlsbad Watershed covers 135,322 acres and includes one HU (Carlsbad) and the following six HAs: Loma Alta, Buena Vista Creek, Agua Hedionda, Encinas, San Marcos, and Escondido Creek. This watershed also contains five coastal lagoons (Loma Alta Slough, Buena Vista Lagoon, Agua Hedionda Lagoon, Batiquitos Lagoon, and San Elijo Lagoon) and two small reservoirs (Lake Dixon Lake and Lake Wohlford) (City of Escondido 2012b).

Areas within the city that would be subject to flooding during a 100-year storm event include: northern portions of Reidy Creek north of Rincon Avenue; an area alongside Escondido Creek west of Hale Avenue; along Kit Carson Park Creek north of Via Rancho Parkway; an area straddling Midway Drive north of the Escondido Creek channel; and an area straddling Valley Parkway between Ash Street and Citrus Avenue (City of Escondido 2012b).

3.10.2 Discussion
a) Violate any water quality standards or waste discharge requirements or otherwise substantially degrade surface or groundwater quality?
Less than significant. The Water Quality Control Plan for the San Diego Basin (Basin Plan), adopted by the San Diego Regional Water Quality Control Board (RWQCB), establishes water quality objectives for ground and surface waters in the San Diego region. The purpose of the Basin Plan is to preserve and enhance water quality and protect the beneficial uses of regional waters. The RWQCB also issues waste discharge requirements to ensure that wastewater is not discharged in a manner that would cause an exceedance of applicable water quality objectives or adversely affect beneficial uses designated in the Basin Plan.

VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These types of projects would not create substantial new sources of pollutants and would not involve the discharge of wastewater. The activities involved in constructing VMT-reducing projects would require minor grading, excavation, and other ground disturbance. Ground-disturbing activities, could, depending on their location, cause soil erosion and contaminate nearby surface water. However, VMT-reducing projects would be required to comply with the City’s Design Standards and Standard Drawings (City of Escondido 2014) and EMC Article 55, which specify grading and erosion control standards. For VMT-reducing projects that involve one or more acres of ground disturbance, applicants would be required to submit a Notice of Intent to SWRCB to obtain approval to carry out construction activities under the NPDES Construction General Permit (Order 2009-0009-DWQ). Compliance with the Construction General Permit requires the applicant to develop a projectspecific SWPPP, which would identify source control, site design, and treatment-control BMPs to reduce stormwater runoff volumes and pollutants leaving the site. Erosion and sediment controls identified in the SWPPP would substantially reduce the amount of soil disturbance, erosion, and sediment transport into receiving waters, and pollutants in site runoff during construction. Through compliance with all applicable regulations and permits, implementation of VMT-reducing projects under the program would not violate any water quality standards or waste discharge requirements established by the San Diego RWQCB or otherwise substantially degrade surface or groundwater quality. This impact is less than significant. b) Substantially decrease groundwater supplies or interfere substantially with groundwater recharge such that the project may impede sustainable groundwater management of the basin?
Less than significant. VMT-reducing projects would not involve development of new land uses (e.g., residential, commercial, or industrial) and would not induce population growth in the area that would increase water demand.

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efficient varieties, such as plants that are native to the San Diego region or are adapted to a hot dry summer and cool winter climate, as required by EMC Article 62, “Water Efficient Landscape Regulations.” Construction of VMT-reducing projects would involve ground disturbing activities, including grading and excavation, which could require the use of water for dust abatement as needed. These activities would be temporary and intermittent and would not involve the substantial use of existing groundwater supplies. Therefore, VMT-reducing projects would not substantially decrease groundwater supplies.

VMT-reducing projects would primarily occur in areas developed with impervious surfaces that do not provide for substantial groundwater recharge. Additionally, VMT-reducing projects would result in little to no changes in existing impervious surfaces throughout the program area. Therefore, VMT-reducing projects would not interfere substantially with groundwater recharge such that there would be a net deficit in aquifer volume or a lowering of the local groundwater table level.

Based on the above discussion, the program would not decrease groundwater supplies or interfere with groundwater recharge. This impact is less than significant.
c) Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river or through the addition of impervious surfaces, in a manner which would:
i) Result in substantial on- or offsite erosion or siltation; ii) Substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or offsite;
iii) Create or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff; or
iv) Impede or redirect flood flows?
Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. VMT-reducing projects would not be located within existing watercourses. Rather, these projects would occur within roadway rights-of-way in areas that are primarily developed with existing transportation infrastructure (e.g., paved roadways, sidewalks, parking lots) and urban development (e.g., buildings, pavement, ornamental landscaping). Most VMT-reducing projects would involve improvements to the existing roadway network and would not result in a net increase in impervious surfaces.

However, VMT-reducing projects that would involve the addition of new impervious surfaces, such as the addition of new sidewalks or bicycle facilities, would be required to comply with the drainage design standards specified in the City’s Design Standards and Standard Drawings (City of Escondido 2014). As applicable, drainage design would be subject to the requirements of the City’s adopted Standard Urban Stormwater Mitigation Plan Requirements for Development Projects (SUSMP) and the latest Drainage Master Plan, the Federal Emergency Management Agency’s Flood Insurance Rate Maps, the City Floodplain Ordinance, and the City engineer. Compliance with drainage design requirements would ensure that drainage patterns would not be substantially altered from the addition of new impervious surfaces.

The potential for erosion or siltation would be minimal because project sites would be developed with hardscape, landscaping, and appropriate drainage infrastructure. The relatively minor addition of impervious surfaces would not substantially increase surface runoff. The existing municipal storm drain system would have adequate capacity to accommodate these minor increases in surface runoff. Adequate drainage would reduce the potential for on- and off-site flooding. Additionally, VMT-reducing projects located within flood hazard areas would be subject to development permit requirements and EMC Section 6-474, which establishes standards for development in flood hazard areas. Construction activities would comply with grading and erosion control standards described in Section Resolution No. 2022-162
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3.10.2(a), including EMC Article 55 and the NPDES Construction General Permit. Compliance with applicable standards would reduce the potential for construction activities to result in substantial erosion and siltation, polluted surface runoff, and flooding.

Based on the above discussion, implementation of VMT-reducing projects under the program would not substantially alter drainage patterns in a manner that would (i) result in substantial erosion or siltation, (ii) increase surface runoff and result in flooding, (iii) contribute runoff water that would exceed the capacity of existing stormwater systems or provide substantial additional sources of polluted runoff, or (iv) impede or redirect flood flows. This impact is less than significant.
d) In flood hazard, tsunami, or seiche zones, risk release of pollutants due to project inundation?
No impact. Flood hazard areas within the city are located along Reidy Creek, Escondido Creek, and Kit Carson Park Creek. VMT-reducing projects that would be implemented as part of the program would not result in the construction of new structures or the storage of materials and equipment on-site where they could be inundated by tsunami, floodwater, or seiche. Additionally, applicants would be required to obtain a development permit prior to construction of any VMT-reducing projects located within an area of special flood hazard. VMT-reducing projects would also be required to comply with EMC Section 6-474, which establishes standards for construction in all flood hazard areas. In addition, as described in Section 3.10.2(a), VMT-reducing projects involving disturbance of one or more acres would be subject to the requirements of the NPDES Construction General Permit. Applicants would be required to develop a project-specific SWPPP, which would identify BMPs to reduce the potential for pollutants in surface runoff from leaving the project site. Therefore, implementation of VMT-reducing projects under the program would not risk release of pollutants due to project inundation. No impact would occur. e) Conflict with or obstruct implementation of a water quality control plan or sustainable groundwater management plan?
Less than significant. The potential for VMT-reducing projects that would be implemented as part of the program to conflict with or obstruct implementation of a water quality control plan or sustainable groundwater management plan is described in the following sections.

Water Quality Control Plan
As discussed in Section 3.10.2(a), the Basin Plan is the applicable water quality control plan for the San Diego region.

VMT-reducing projects would be required to comply with the City’s Design Standards and Standard Drawings and EMC Article 55, which specify grading and erosion control standards to avoid or reduce excessive erosion what could impact water quality. In addition, construction projects that disturb one or more acres would be required to prepare a SWPPP that demonstrates conformance with the NPDES Construction General Permit. The SWPPP would identify applicable BMPs that would need to be implemented to reduce the amount of pollutants and surface runoff leaving the project site. Through compliance with all applicable regulations and permits, implementation of VMT-reducing projects under the program would not conflict with or obstruct implementation of the Basin Plan for the San Diego region.

Sustainable Groundwater Management Plan
Under the Sustainable Groundwater Management Act, groundwater basins that are classified by the California Department of Water Resources (DWR) as medium- and high-priority basins are required to develop groundwater sustainability plans (GSP) and manage groundwater for long-term sustainability. The program area overlies portions of the Escondido Valley Groundwater Basin. A GSP has not been adopted for the Escondido Valley Groundwater Basin because this basin is classified by DWR as a very low priority basin. The program area also overlies portions of the San Pasqual Valley Groundwater Basin, which is classified by DWR as a medium priority basin. The adopted GSP for this basin is the San Pasqual Basin Groundwater Management Plan (GMP), which serves as a framework for establishing basin management objectives and related actions to improve groundwater resource management in San Pasqual Valley. However, the GMP only applies to land within the jurisdiction of the City of San Diego (City of Resolution No. 2022-162
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Escondido 2012b). Therefore, the City is not subject to the requirements of a sustainable groundwater management plan.

Regardless, as discussed in Section 3.10.2(b), VMT-reducing projects would not involve development of new land uses (e.g., residential, commercial, or industrial) and would not induce population growth in the area that would increase water demand. The minor water needs for dust abatement during construction and for landscaping would not require the substantial use of existing groundwater supplies.

Summary
Based on the above discussion, implementation of VMT-reducing projects under the program would not conflict or obstruct implementation of a water quality control plan or sustainable groundwater management plan. This impact is less than significant.

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3.11 LAND USE AND PLANNING

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XI. Land Use and Planning.

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

3.11.1 Environmental Setting
Development within the program area is concentrated within the valley floor of Escondido, where the city’s urbanized core surrounds the downtown area. Based on an inventory conducted for the City’s updated General Plan land use categories, single and multifamily residential uses represented the dominant land uses, occupying 36,145 acres and 71 percent of the General Plan area. Public land and open space are the second largest land uses, occupying 7,686 acres and 15 percent of the General Plan area (City of Escondido 2012a). Open space areas are located around the perimeter of the program area, with larger areas in the north and east of the City.

Existing land use designations in the program area include residential land uses that range from low density rural to high-density urban, several types of commercial and industrial land uses with varying development intensity, office, public land uses, and specific planning areas (City of Escondido 2012b).

3.11.2 Discussion
a) Physically divide an established community?
Less than significant. Division of an established community could result from the construction of a physical feature, such as a wall, interstate highway, airport, roadway, or railroad tracks. Additionally, division of an established community could result from the removal of a means of access, such as a local road or bridge, that could impair mobility or constrain travel within an existing community or between a community and outlying areas.

VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network within developed roadway rights-of-way. These projects would generally be located within a 0.5-mile travel distance of a proposed development project and in proximity to key destinations (e.g., existing parks, schools, community centers, or shopping centers). As such, these projects are intended to improve, rather than impair, community connectivity and access throughout the city. Therefore, implementation of VMT-reducing projects under the program would not physically divide an established community.

This impact is less than significant.
b) Cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect?
No impact. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network within developed roadway rights-of-way. These projects would not change existing land uses and would comply with all applicable zoning regulations. Furthermore, as Resolution No. 2022-162
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discussed in Section 3.3, “Air Quality,” Section 3.8, “Greenhouse Gas Emissions,” and Section 3.17, “Transportation,” VMT-reducing projects would be consistent with General Plan policies intended to reduce vehicle trips and associated air pollutant and greenhouse gas emissions, which would have beneficial environmental effects. Therefore, implementation of VMT-reducing projects under the program would not cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect. No impact would occur.

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3.12 MINERAL RESOURCES

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XII. Mineral Resources.

Would the program:
a) Result in the loss of availability of a known mineral resource that would be of value to the region and
the residents of the state?
b) Result in the loss of availability of a locally important mineral resource recovery site delineated on a local
general plan, specific plan, or other land use plan?

3.12.1 Environmental Setting
The DOC Division of Mines and Geology classifies land into mineral resource zones (MRZs), according to the land’s known or inferred mineral resource potential. Areas classified as MRZ-2 are underlain by mineral deposits where geologic information shows that significant measured or indicated resources are present. One area designated MRZ2 exists within the program area boundary. The area designated MRZ-2 is an alluvial fan deposit located in the southeastern portion of the city. It is almost entirely located within the city of San Diego, except a small segment along the eastern edge of the city of Escondido along Rockwood Road (DOC 1982, City of Escondido 2012b).

There are currently no permitted mines or active extraction sites within the city of Escondido. The City’s General Plan does not include a designation for mineral resources or extraction operations. Mining and extraction operations are not listed as a permitted or conditionally permitted use for any zone in the City’s Zoning Ordinance (City of Escondido 2012b).

3.12.2 Discussion
a) Result in the loss of availability of a known mineral resource that would be of value to the region and the residents of the state?
No impact. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. The locations of VMT-reducing projects are identified in Table 2-1; however, applicants may propose VMT-reducing projects at other locations throughout Escondido.

Applicant-proposed locations for VMT-reducing projects would generally be within a 0.5-mile travel distance of a proposed development project and in proximity to key destinations (e.g., existing parks, schools, community centers, or shopping centers). Additionally, VMT-reducing projects would occur in already disturbed, developed areas within existing roadway rights-of-way where mineral resources are not present. Therefore, implementation of VMT-reducing projects under the program would not result in the loss of availability of a known mineral resource of value to the region and the state. No impact would occur.

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b) Result in the loss of availability of a locally important mineral resource recovery site delineated on a local general plan, specific plan, or other land use plan? No impact. The City’s General Plan and zoning ordinance does not include any designations for mineral resources or extraction operations and does not identify any locally important mineral resource recovery sites. Therefore, implementation of VMT-reducing projects under the program would not result in the loss of availability of a locally important mineral resource recovery site. No impact would occur.

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3.13 NOISE

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XIII. Noise.

Would the program result in:
a) Generation of a substantial temporary or permanent
increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable
standards of other agencies, or a substantial
temporary or permanent increase in noise levels
above existing ambient levels that could result in an
adverse effect on humans?
b) Generation of excessive groundborne vibration or
groundborne noise levels?
c) For a project located within the vicinity of a private airstrip or an airport land use plan or, where such a
plan has not been adopted, within two miles of a
public airport or public use airport, would the project expose people residing or working in the project area
to excessive noise levels?

3.13.1 Environmental Setting
Sound is a mechanical form of radiant energy, transmitted by a pressure wave through a solid, liquid, or gaseous medium. Sound that is loud, disagreeable, unexpected, or unwanted is generally defined as noise. Noise is typically expressed in decibels (dB), which is a common measurement of sound energy. Definitions of acoustical terms used in this section are provided in Table 3-3.

Table 3-3 Acoustic Term Definitions
Term Definition
Noise Noise is generally defined as sound that is loud, disagreeable, unexpected, or unwanted.

Decibel (dB) Sound levels are measured using the decibel scale, developed to relate to the range of human hearing.

A decibel is logarithmic; it does not follow normal algebraic methods and cannot be directly summed.

For example, a 65-dB source of sound, such as a truck, when joined by another 65-dB source results in a sound amplitude of 68 dB, not 130 dB (i.e., doubling the source strength increases the sound pressure by 3 dB). A sound level increase of 10 dB corresponds to 10 times the acoustical energy, and an increase of 20 dB equates to a 100-fold increase in acoustical energy.

Equivalent Noise Level (Leq) The average noise level during a specified time period; that is, the equivalent steady-state noise level in a stated period of time that would contain the same acoustic energy as the time-varying noise level during the same period (i.e., average noise level).

Maximum Noise Level (Lmax) The highest instantaneous noise level during a specified time period.

Community Noise Equivalent Level
(CNEL)
Similar to the Ldn described above with an additional 5-dB penalty applied during the noise-sensitive hours from 7 p.m. to 10 p.m., which are typically reserved for evening relaxation activities.

Source: Caltrans 2013.

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Noise can be generated by many sources, including mobile sources such as automobiles, trucks, and airplanes and stationary sources such as activity at construction sites, machinery, and commercial and industrial operations. As sound travels through the atmosphere from the source to the receiver, noise levels attenuate (i.e., decrease) depending on ground absorption characteristics, atmospheric conditions, and the presence of physical barriers.

In typical noisy environments, changes in noise of 1–2 dB are generally not perceptible. However, it is widely accepted that people are able to begin to detect sound level increases of 3 dB in typical noisy environments. Further, a 5-dB increase is generally perceived as a distinctly noticeable increase, and a 10-dB increase is generally perceived as a doubling of loudness. Therefore, a doubling of sound energy (e.g., doubling the volume of traffic on a highway) that would result in a 3-dB increase in sound would generally be perceived as barely detectable (Caltrans 2013).

GROUND VIBRATION
Vibration is the periodic oscillation of a medium or object with respect to a given reference point. Sources of vibration include natural phenomena (e.g., earthquakes, volcanic eruptions, sea waves, landslides) and those introduced by human activity (e.g., explosions, machinery, traffic, trains, construction equipment). Vibration sources may be continuous, such as factory machinery, or transient in nature, such as explosions.

Vibration amplitudes are commonly expressed in peak particle velocity (PPV) or root-mean-square (RMS) vibration velocity. PPV is defined as the maximum instantaneous positive or negative peak of a vibration signal. PPV is typically used in the monitoring of transient and impact vibration and has been found to correlate well to the stresses experienced by buildings (FTA 2018; Caltrans 2020). PPV and RMS vibration velocity are normally described in inches per second. Although PPV is appropriate for evaluating the potential for building damage, it is not always suitable for evaluating human response. It takes some time for the human body to respond to vibration signals. In a sense, the human body responds to average vibration amplitude. The RMS of a signal is the average of the squared amplitude of the signal, typically calculated over a 1-second period. As with airborne sound, the RMS velocity is often expressed in decibel notation as vibration decibels (VdB), which serves to compress the range of numbers required to describe vibration (FTA 2018).

The typical background vibration-velocity level in residential areas is typically 50 VdB or lower and the threshold of perception for humans is approximately 65 VdB. A vibration level of 85 VdB in a residence can result in strong annoyance and a vibration level of 100 VdB is the threshold for risk of minor cosmetic damage for fragile buildings.

Typical outdoor sources of perceptible ground vibration are construction equipment, steel-wheeled trains, and traffic on rough roads. If a roadway is smooth, the ground vibration is rarely perceptible. Constant or transient vibrations can weaken structures, crack facades, and disturb occupants (FTA 2018).

EXSTING SENSITIVE RECEPTORS
Noise- and vibration-sensitive land uses are generally considered to include those uses for which noise exposure could result in health-related risks to individuals, as well as uses for which quiet is an essential element of their intended purpose. Residential dwellings are of primary concern because of the potential for increased and prolonged exposure of individuals to both interior and exterior noise levels. Additional land uses such as parks, historic sites, cemeteries, and recreation areas are also considered sensitive to increases in exterior noise levels. Schools, health care facilities, places of worship, hotels, libraries, and other places where low interior noise levels are essential are also considered noise- and vibration-sensitive land uses.

EXISTING NOISE SOURCES
Major roadway sources of noise within the city are vehicular traffic along major roadways (i.e., SR 78 and I-15) and rail traffic along the North County Transit District (NCTD) SPRINTER rail line. The City’s General Plan EIR shows existing noise contours around major roads and highways throughout the city. The roadways that generate the highest noise levels in the city include I-15 (78-81 dBA CNEL), SR 78 from Nordahl Road to the end of the freeway (76-79 dBA Resolution No. 2022-162
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CNEL), Bear Valley Parkway from Beethoven Drive to San Pasqual Valley Road (75-76 dBA CNEL), Centre City Parkway from South Iris Lane to the I-15 Southbound (SB) Ramps (74-76 dBA CNEL), Del Dios Road from Via Rancho Parkway to Mount Israel Road (77 dBA CNEL), Valley Parkway from Auto Park Way to the I-15 northbound (NB) Ramps (76 dBA CNEL), and Via Rancho Parkway from Quiet Hills Road to Beethoven Drive (72-77 dBA CNEL) (City of Escondido 2012b).

The McClellan-Palomar Airport is approximately 12 miles west of the city. According to the Airport Land Use Compatibility Plan, the facility generated less than 60 dBA CNEL within Escondido’s airspace. In addition, noise is generated from air ambulances that provide unscheduled emergency patient deliveries to the Palomar-Pomerado Hospital by helicopter. However, due to the variability of flight schedules and flight patterns there are no laws or regulations regarding specific flight patterns (San Diego County ALUC 2011, City of Escondido 2012a).

Commercial and industrial land uses are present along major transportation corridors in the urban core of the city.

Depending on the type of use, hours of operation, and specific equipment present, these areas could contribute to the surrounding noise environment. In addition, the city also experiences noises common in urban environments such as construction, landscaping equipment, barking dogs, loud music, schools, parks, playgrounds, and churches (City of Escondido 2012a).

CITY OF ESCONDIDO MUNICIPAL CODE
The City’s Noise Ordinance (EMC Chapter 17, Article 12, “Noise Abatement and Control”) prohibits the making of disturbing, excessive, offensive or unusually loud noises within the city limits. Excessive noise is considered as a detriment to public health, comfort, convenience, safety, welfare, and prosperity of City residents. Table 3-4 provides Section 17.229(a) sound limit levels for stationary sources at any point on or beyond the boundaries of the property from where the sound is originated according to land use type and a permitted time of day. According to Section

17.234(a-e), construction activities may not exceed more than one hour of 75 dB sound levels and are limited to Monday through Friday between 7:00 a.m. and 6:00 p.m., or on Saturdays between 9:00 a.m. and 5:00 p.m. However, as stated in Section 17.242(a), the City Manager may waive any or all of the provisions of this subsection in cases where a variance was obtained, and vehicles or equipment used are reduced to the lowest sounds levels while conducting effective operations.

Table 3-4 City of Escondido Sound Level Limits
Zone Time Applicable Limit One-hour Average (Leq)
Sound Level (Decibels)
Residential 7 a.m. to 10 p.m. 50
10 p.m. to 7 a.m. 45
Multi-residential 7 a.m. to 10 p.m. 55
10 p.m. to 7 a.m. 50
Commercial 7 a.m. to 10 p.m. 60
10 p.m. to 7 a.m. 55
Light Industrial/Industrial Park Anytime 70
General Industrial Anytime 75
Source: City of Escondido 2012b.

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3.13.2 Discussion
a) Generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies, or a substantial temporary or permanent increase in noise levels above existing ambient levels that could result in an adverse effect on humans?
Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. During operation, these types of projects would not permanently introduce any new stationary sources of noise (e.g., machinery, pumps, fans, compressors, or other equipment) and would not generate new vehicle trips that would result in transportation-related noise.

Therefore, operation of VMT-reducing projects would not result in any increases in permanent noise sources.

The City has established requirements intended to protect the community from construction-related noise impacts.

EMC Section 17.234(a-e) limits construction activities to Monday through Friday between 7:00 a.m. and 6:00 p.m., or on Saturdays between 9:00 a.m. and 5:00 p.m. As stated in EMC Section 17.242(d), construction equipment may not cause noise in excess of a one-hour average sound level (i.e., Leq) limit of 75 dB, unless a variance has been obtained in advance from the City manager. The Federal Transit Administration (FTA) has also established construction noise criteria, which specify noise levels that may result in an adverse community reaction (FTA 2018). The FTA criteria are as follows:
 Residential: 90 dBA Leq (day) and 80 dBA Leq (night)
 Commercial/Industrial: 100 dBA Leq (day and night)
Construction of VMT-reducing projects would result in temporary increases in ambient noise levels from vehicle trips that generate noise. For any given VMT-reducing project, construction-related vehicle trips would travel along multiple roads throughout the city, and therefore not expose any individual sensitive receptor to substantial noise levels for a sustained period of time. Additionally, the minor and temporary increase in construction-related vehicle trips would not result in a substantial increase in ambient noise levels along roadways in the city because, as discussed in Section 3.13.1, “Environmental Setting,” a doubling of traffic volume on a roadway would have to occur before an increase in noise levels would be detectable to a person.

The use of heavy equipment would also result in temporary increases in ambient noise levels during construction of VMT-reducing projects. As described in Section 2.4, “Description of the Proposed Program,” construction equipment that could be used includes concrete saws for hardscape removal, backhoes or mini excavators, skip loaders, smooth drum rollers, dump trucks, and striping and paving machines, depending on the type of VMT-reducing project. Based on the anticipated construction equipment that would be used and applying reference maximum noise levels for each, average hourly construction noise could range from 76 dBA Leq to 83 dBA Leq at 50 feet from the receptor (FTA 2018, FHWA 2006).

Construction activities for VMT-reducing projects would be required to comply with the City’s construction noise requirements outlined in EMC Section 17.234(a-e). Construction activities would be limited to daytime hours.

Depending on the specific construction activities involved and the proximity of construction activities to existing sensitive receptors, construction noise levels may exceed the one-hour average sound level limit of 75 dBA Leq, as specified in in EMC Section 17.242(d). However, in these cases, applicants would be required to obtain a variance from the City Manager. Regardless, construction noise levels are not anticipated to exceed FTA’s construction noise criteria of 90 dBA Leq in residential areas and 100 dBA Leq in commercial and industrial areas. Therefore, construction activities would not result in an adverse community reaction.

With regard to human response, changes in noise of 1 to 2 dB are generally not perceptible to people in typical noisy environments. However, it is widely accepted that people can begin to detect sound level increases of 3 dB in typical noisy environments. Further, a 5‑dB increase is generally perceived as a distinctly noticeable increase, and a 10-dB increase is generally perceived as a doubling of loudness (Caltrans 2013: 2-10). However, a substantial increase in Resolution No. 2022-162
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noise itself does not necessarily constitute a significant noise impact, so long as overall noise exposure is below an acceptable level and does not result in excessive exposure for extended periods of time (FTA 2018) As discussed in Section 3.13.1, existing noise levels range from 72-81 dBA CNEL along the loudest roadways in the city. For construction activity along these roadways, construction noise would be masked by existing ambient noise levels. However, at other locations, such as in quieter, residential neighborhoods away from major roadways, existing ambient noise levels could be below 60 dBA CNEL. In these areas, construction-related noise increases could exceed 10 dB, which would be perceived by people adjacent to the equipment as more than a doubling of existing noise levels. Actual increases in noise levels would vary depending on the distance from the construction equipment to the receptor and the presence of intervening topography, vegetation, or structures, which may provide shielding and reduce noise levels.

FTA provides general and detailed guidance for assessing construction noise impacts and this analysis is developed largely based on the general guidance. In addition, FTA recognizes the greater potential for noise impacts to occur when construction activities result in noise exposure for extended periods of time, which FTA has identified as 30 days, and in these circumstances, recommends the use of lower noise standards that account for the sensitive time of the day. Because the proposed project’s construction would occur during the daytime hours and each individual phase would be relatively short (i.e., one to two days at any one location), it is appropriate to only consider the hourly noise levels at each construction location, assessing construction noise as a temporary and intermittent source rather than a source that occurs for an extended period of time.

On average, construction activities for each VMT-reducing project would be short-term, lasting for approximately one to two weeks. Construction activities would not involve particularly noisy equipment or activities, such as blasting or pile driving. Different pieces of construction equipment would be used intermittently to complete the work and would move linearly along a roadway or corridor and through a given area at an approximate rate of 250 to 350 feet per day. Because the sources of construction noise would be mobile and shifting as the work is performed, the exposure of individual residents, households, and other sensitive receptors to substantial noise level increases would be limited to a fraction of a workday. Furthermore, construction-related noise-generating activities would be limited to daytime hours when ambient noise levels are higher and people are less likely to be disturbed or awakened. Such brief, intermittent periods of exposure to substantial noise level increases would not result in the kinds of adverse health effects to humans that are associated with prolonged exposure to sustained substantial noise levels over long periods of time (e.g., weeks or months) or to substantial noise level increases that disrupt sleep. Thus, for all the foregoing reasons, construction activities would not result in substantial temporary increases in noise levels that would adversely affect human health or well-being in the city.

Based on the above discussion, implementation of VMT-reducing projects under the program would not generate substantial temporary or permanent increases in ambient noise levels in the vicinity of a given project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies, or a substantial temporary or permanent increase in noise levels above existing ambient levels that could result in an adverse effect on humans. This impact is less than significant. b) Generation of excessive groundborne vibration or groundborne noise levels? Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. Operation of these projects would not introduce stationary or transportation-related sources of groundborne vibration or noise. Therefore, operation of VMT-reducing projects would not generate excessive groundborne vibration or noise levels.

Based on FTA guidance, transient vibrations (such as construction activity) with a 0.2 inches per second (in/sec) PPV may be characterized as causing structural damage to non-engineered timber and masonry buildings, 0.3 PPV in/sec for engineered concrete masonry, and 0.5 PPV in/sec for reinforced concrete, steel, or timber structures. In addition, peak VdB established by the FTA, recommend a level of 80 VdB for the purpose of evaluating disturbance to sensitive land uses where people sleep.

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Item20.

Construction of VMT-reducing projects would result in temporary increases in groundborne noise and vibration from the use of heavy equipment. As described in Section 2.4, “Description of the Proposed Program,” construction equipment that could be used includes concrete saws for hardscape removal, backhoes or mini excavators, skip loaders, smooth drum rollers, dump trucks, and striping and paving machines, depending on the type of VMTreducing project. Construction activities would not require the use of pile drivers or other types of equipment that produce substantial groundborne vibration or noise. Of the types of equipment that would be used, vibratory rollers would generate the highest levels of vibration. Based on FTA guidance, reference vibration levels for this type of equipment are 0.21 PPV in/sec and 94 VdB at 25 feet (FTA 2018). FTA recommended criteria of 0.2 PPV in/sec for structural damage and 80 VdB for human disturbance could be exceeded for VMT-reducing projects at distances within 75 feet and 25 feet, respectively, of construction equipment use. Actual exposure levels would depend on equipment types, haul truck routes, and proximity to and characteristics of sensitive receptors.

As discussed in Section 3.13.2(a), construction activities for each VMT-reducing project would be short-term, lasting, on average, approximately one to two weeks. Different pieces of construction equipment would be used intermittently to complete the work and would move linearly along a roadway or corridor and through a given area at an approximate rate of 250 to 350 feet per day. Because the sources of groundborne vibration and noise would be mobile and shifting as the work is performed, the exposure of individual residents, households, and other sensitive receptors to excessive groundborne vibration and noise would be limited to a fraction of a workday. Furthermore, construction activities that generate groundborne vibration and noise would be limited to daytime hours when people are less likely to be disturbed or awakened. Such brief, intermittent periods of exposure to increases in groundborne vibration and noise would not result in the kinds of adverse health effects to humans that are associated with prolonged exposure to sustained substantial groundborne vibration and noise levels over long periods of time (e.g., weeks or months) or to substantial noise level increases that disrupt sleep. Furthermore, most construction activities would be located at distances greater than 25 feet from the nearest structures and vibration levels would dissipate rapidly at increasing distance from the vibration source. Finally, it is extremely rare for structural damage to occur from equipment other than pile driving, at these distances, thus, the potential for structural damage from the proposed construction activities would not be a concern. For all the foregoing reasons, implementation of VMT-reducing projects under the program would not generate excessive groundborne vibration or groundborne noise levels. This impact is less than significant.
c) For a project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels?
No impact. VMT-reducing projects that would be implemented as part of the program would not be located within the vicinity of a private airstrip or an airport land use plan. In addition, these projects do not propose the siting of any new sensitive receptors near existing airstrips or airports. Therefore, implementation of the program would not expose people residing or working in the project area to excessive airport-related noise levels. No impact would occur.

Resolution No. 2022-162
Exhibit "B"

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Item20.

3.14 POPULATION AND HOUSING

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XIV. Population and Housing.

Would the program:
a) Induce substantial unplanned population growth in
an area, either directly (for example, by proposing
new homes and businesses) or indirectly (for
example, through extension of roads or other
infrastructure)?
b) Displace substantial numbers of existing people or
housing, necessitating the construction of
replacement housing elsewhere?

3.14.1 Environmental Setting
Historically, the city of Escondido has experienced a slower rate of population growth than the San Diego region. By 2035, the buildout date for the City’s General Plan, SANDAG forecasts that the population in the city will increase to over 168,779 people, which represents a 17 percent growth rate when compared to 2010 conditions. In comparison, the San Diego region is anticipated to grow by 30 percent from 2010 to 2035 (City of Escondido 2012b).

Based on data from the US Census Bureau, the city’s population in 2020 was 151,271 people (US Census Bureau 2021).

In 2020, there were 48,724 households in the city with an average household size of approximately 3.04 people (US Census Bureau 2021).

3.14.2 Discussion
a) Induce substantial unplanned population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)?
Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These projects would not induce population growth directly or indirectly because the projects do not propose new housing or changes to policies or regulations related to land use or residential zoning. Additionally, VMT-reducing projects would generally be located in urbanized areas that are within 0.5-mile travel distance of a proposed development project and in proximity to key destinations (e.g., existing parks, schools, community centers, or shopping centers). Therefore, VMT-reducing projects would not induce population growth through the extension of transportation infrastructure to undeveloped areas.

Furthermore, improvements to the pedestrian, bicycle, and transit network would support the growth and development that is anticipated occur under the land use assumptions contained within the City’s General Plan.

Construction of VMT-reducing projects could result in a temporary increase in the number of construction workers in the program area. However, these types of projects are small construction projects, which would not require a large construction crew. Furthermore, construction workers would likely be from the San Diego region and permanent, substantial relocation of workers would not be required. Therefore, implementation of VMT-reducing projects under the program would not result in substantial population growth or employment growth in the program area. This impact is less than significant.

Resolution No. 2022-162
Exhibit "B"

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Item20.
b) Displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere?
No impact. VMT-reducing projects that would be implemented as part of the program would occur within developed roadway rights-of-way. These projects would not displace people or housing because they would not require the removal of existing housing and would not propose changes to policies or regulations related to land use or residential zoning. Therefore, implementation of VMT-reducing projects under the program would not displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere.

No impact would occur.

Resolution No. 2022-162
Exhibit "B"

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Item20.

3.15 PUBLIC SERVICES

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XV. Public Services.

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

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

3.15.1 Environmental Setting
The City of Escondido Fire Department (EFD) and the Escondido Police Department (EPD) are the primary agencies responsible for providing fire protection and police protection services in the program area. Their joint headquarters are located at the combined Police and Fire Facility, at 1163 North Centre City Parkway. EFD operates seven fire stations and is staffed by 93 full-time safety officers, 18 full-time non-safety staff, 10 full-time administration, 3 parttime administration, and 27 senior volunteers. EFD is responsible for the protection of life and property from fire, explosion, hazardous materials incidents, severe weather, earthquakes, transportation disasters, multi-casualty incidents, terrorist acts, and other emergencies (EFD 2022). EPD has 170 sworn police personnel and 69 non-sworn support personnel who provide a variety of services, such as conducting criminal investigations and responding to emergency and routine calls for police service (EPD 2022).

Elementary and middle school educational services within the program area are provided by the Escondido Union School District (EUSD), while high school services are provided by the Escondido Union High School District (EUHSD).

In addition to public schools operated by EUSD and EUHSD, the city contains a variety of charter and private school facilities (City of Escondido 2012b).

The City operates a number of other facilities, which include various government buildings, a library, and parks and recreational facilities. The Escondido Public Library is located at 239 South Kalmia Street, Escondido, CA 92025 (City of Escondido 2012b).

Resolution No. 2022-162
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Item20.

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

Fire protection?
Police protection?
Schools?
Parks?
Other public facilities?
No impact. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These projects do not include development of new residences or the creation of permanent jobs requiring increased fire or police services. As discussed in Section 3.14, “Population and Housing,” VMT-reducing projects would not induce population growth that would generate new students in the community or new residents that would require school services, new or expanded park facilities, other public facilities. Therefore, implementation of VMT-reducing projects under the program would not result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities.

No impact would occur.

Resolution No. 2022-162
Exhibit "B"

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Item20.

3.16 RECREATION

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XVI. Recreation.

Would the program:
a) Increase the use of existing neighborhood and
regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated?
b) Include recreational facilities or require the
construction or expansion of recreational facilities
that might have an adverse physical effect on the
environment?

3.16.1 Environmental Setting
The City maintains many parks and recreational facilities throughout the program area, including regional parks, community parks, neighborhood parks, urban parks, trails, and recreational facilities (City of Escondido 2012b). The City’s General Plan establishes the acceptable service standard ratio for parks. Quality of Life Standard 6, Parks System, requires the City to provide a minimum of 11.8 acres of active and passive parkland per 1,000 dwelling units.

This parkland acreage must involve a minimum of 5.9 acres of developed active neighborhood and community parks in addition to 5.9 acres of passive park land and/or open space for habitat preservation per 1,000 dwelling units (City of Escondido 2012a).

3.16.2 Discussion
a) Increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated?
No impact. Population growth in an area can result in an increase in the demand for parks and recreational facilities.

VMT-reducing projects would include improvements to the City’s existing pedestrian, bicycle, and transit network.

These types of improvements would not include construction of new housing or commercial development, and therefore, would not contribute to population growth. In addition, the number of construction workers needed to install future projects would be minimal and would not substantially increase the use of existing recreational facilities.

Therefore, implementation of VMT-reducing projects under the program would not increase the use of recreational facilities to the extent that substantial deterioration would occur. No impact would occur. b) Include recreational facilities or require the construction or expansion of recreational facilities that might have an adverse physical effect on the environment? No impact. As discussed in Section 3.16.2(a), VMT-reducing projects would not include development of recreational facilities and would not induce population growth that would require the construction or expansion of recreational facilities. No impact would occur.

Resolution No. 2022-162
Exhibit "B"

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Item20.

3.17 TRANSPORTATION

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XVII. Transportation.

Would the program:
a) Conflict with a program, plan, ordinance or policy
addressing the circulation system, including transit,
roadway, bicycle, and pedestrian facilities?
b) Conflict or be inconsistent with CEQA Guidelines
section 15064.3, subdivision (b)?
c) Substantially increase hazards due to a geometric
design feature (e.g., sharp curves or dangerous
intersections) or incompatible uses (e.g., farm
equipment)?
d) Result in inadequate emergency access?

3.17.1 Environmental Setting
The transportation system in the city consists of highways, streets, pedestrian pathways, transit routes, and bikeways.

The circulation system is connected to the larger regional network, which includes SR 78 and I-15. Metropolitan Transit System and NCTD provide bus service in the program area. Bus service is generally provided along major circulation corridors with a heavier concentration of bus routes in the downtown area. There are two major bus transfer points located within the program area: Escondido Transit Center and Del Lago Transit Station. NCTD also operates a light rail transit system, the SPRINTER, which extends along the SR 78 corridor. Several major roadways within the program area are equipped with bike lanes, including Centre City Parkway, Bear Valley Parkway, El Norte Parkway and Mission Avenue. In addition to street bicycle facilities, Escondido has two regionally significant off-street bike paths: the Inland Rail Trail and the Escondido Creek Bikeway. The Inland Rail Trail follows the SPRINTER railroad right-of-way west to the cities of San Marcos and Vista. The Escondido Creek Bikeway extends east-west across the city through the downtown area (City of Escondido 2012b).

3.17.2 Discussion
a) Conflict with a program, plan, ordinance or policy addressing the circulation system, including transit, roadway, bicycle, and pedestrian facilities? Less than significant. Applicable programs, plans, and policies that address the circulation system within the program area include the following:
 The SANDAG 2050 Regional Transportation Plan (RTP) serves as the blueprint for developing a regional transportation system that further enhances quality of life, promotes sustainability, and offers more mobility options for people and goods in the San Diego region. The RTP includes strategies and programs to reduce VMT in the region, including actions to promote active transportation and improve transit infrastructure (SANDAG 2011).  The Mobility and Infrastructure Element of the City’s General Plan includes policies that address the transportation system, including policies to promote non-vehicular facilities, walkability, active living, transit usage, transportation demand management strategies, and complete streets (City of Escondido 2012a).

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 The City’s CAP includes a variety of measures to reduce GHG emissions through promoting and improving alternate modes of transportation. GHG reduction measures include synchronizing traffic signals and installing roundabouts to reduce vehicle idling, encouraging vanpooling, improving pedestrian infrastructure, implementing a Safe Routes to School program, developing a Transportation Demand Management Plan, installing new bicycle lanes, increasing the number of commuters using transit from new residential developments within the Downtown Specific Plan area, developing an intra-city shuttle system, increasing transit ridership, and establishing a new VMT threshold for new projects to reduce VMT.

VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These projects would improve the operation of the circulation system by encouraging walking, bicycling, and taking public transit and thereby reducing vehicle trips on roadways in the program area. Therefore, these projects would support rather than conflict with the programs and policies in the SANDAG 2050 RTP as well as the City’s General Plan and CAP that are intended to reduce VMT. Construction of VMT-reducing projects would result in a temporary increase in construction-related vehicle trips and worker commutes. However, these types of projects would be considered small construction projects, which would not require a large construction crew and would not result in a substantial number of vehicle trips. Therefore, implementation of VMT-reducing projects under the program would not adversely affect the performance of the circulation system and would not conflict with any applicable transportation programs, plans, or polices. This impact is less than significant.
b) Conflict or be inconsistent with CEQA Guidelines section 15064.3(b), which pertains to vehicle miles travelled?
Less than significant. As described in Section 2.2, Senate Bill 743 required OPR to develop new CEQA guidelines that address traffic metrics under CEQA. The Office of Administrative Law approved comprehensive updates to the CEQA Guidelines (including Section 15064.3[b]) that included removing level of service as a measure of transportation impacts under CEQA and replacing it with VMT. A “vehicle mile traveled” is defined as one vehicle traveling on a roadway for 1 mile. According to OPR’s Technical Advisory on Evaluating Transportation Impacts in CEQA, projects that generate or attract fewer than 110 vehicle trips per day generally may be assumed to cause a less-thansignificant transportation impact (OPR 2018).

VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These improvements would not induce population growth directly or indirectly because they do not propose new housing and do not propose changes to policies or regulations related to land use or residential zoning. Rather, as shown in Table 2-1, VMT-reducing projects are anticipated to reduce vehicle trips. The VMT reductions would vary depending on the type and length of improvements. Construction of VMT-reducing projects would not require large construction crews, and thus, would not result in a number of vehicle trips that would exceed 110 vehicle trips per day. Thus, any temporary VMT increases associated with construction activities would be offset by the overall net benefits of long-term VMT reduction from implementation of the program. Therefore, implementation of VMT-reducing projects under the program would not conflict or be inconsistent with CEQA Guidelines section 15064.3(b). This impact is less than significant. c) Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These projects would occur within roadway rights-of-way. Improvements within roadway rights-of-way would be required to comply with the City’s Design Standards and Standard Drawings, which specifies appropriate alignments, grades, and widths for all types of streets (City of Escondido 2014). Compliance with applicable design standards would ensure that traffic safety hazards are minimized. Furthermore, VMT-reducing projects are intended to improve the safety of the existing transportation network, such as through upgrading bicycle facilities; extending sidewalks; and installing high-visibility crosswalks, Resolution No. 2022-162
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pedestrian hybrid beacons, pedestrian signals, mid-block crosswalks, pedestrian refuge islands, speed tables, bulbouts (i.e., curb extensions), curb ramps, roundabouts and mini-circles, and pedestrian-only connections and districts.

Construction activities for VMT-reducing projects would occur within roadway rights-of-way and have potential to increase hazards for bicyclists and pedestrians using the existing transportation network. Encroachment permits from the City would be required for all work within public rights-of-way. As a requirement of encroachment permit approval, project proponents would be required to develop a traffic control plan that meets the requirements of the most current California Manual on Uniform Traffic Control Devices (Caltrans 2021) and the latest edition of the Standard Specifications for Public Works Construction. Compliance with the encroachment permit and traffic control plan would ensure that traffic safety hazards within public rights-of-way are minimized for the duration of construction activities. Therefore, implementation of VMT-reducing projects under the program would not increase hazards due to a geometric design feature or incompatible uses. This impact is less than significant. d) Result in inadequate emergency access?
Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These projects would occur within roadway rights-of-way and have potential to alter existing roadways that serve as emergency access routes. All improvements within roadway rights-of-way would be designed in compliance with the most recent California Fire Code at the time of project implementation. The California Fire Code, which is adopted by reference in the Escondido Fire Code, requires the width of an unobstructed roadway to measure no less than 24 feet in order to provide adequate access for fire and emergency responders. Additionally, improvements within roadway rights-of-way would be required to comply with the City’s Design Standards and Standard Drawings, which require emergency access roads be designed and constructed to the requirements of City Engineer and Fire Marshal (City of Escondido 2014).

Compliance with applicable codes and design standards would ensure that adequate emergency access is provided in the design of VMT-reducing projects.

Construction activities for VMT-reducing projects would occur within roadway rights-of-way and may require temporary lane closures or result in other traffic disruptions. Encroachment permits from the City would be required for all work within public rights-of-way. As a requirement of encroachment permit approval, project proponents would be required to develop a traffic control plan that meets the requirements of the most current California Manual on Uniform Traffic Control Devices (Caltrans 2021) and the latest edition of the Standard Specifications for Public Works Construction. Compliance with the encroachment permit and traffic control plan would ensure that traffic disruptions are minimized and adequate emergency access is provided for the duration of construction activities. Therefore, implementation of VMT-reducing projects under the program would not result in inadequate emergency access. This impact is less than significant.

Resolution No. 2022-162
Exhibit "B"

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3.18 TRIBAL CULTURAL RESOURCES

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XVIII. Tribal Cultural Resources.

Has a California Native American Tribe requested
consultation in accordance with Public Resources Code
section 21080.3.1(b)?
Yes No
Would the program cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public Resources Code section 21074 as either a site, feature, place, cultural landscape that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American tribe, and that is:
a) Listed or eligible for listing in the California Register of Historical Resources, or in a local register of
historical resources as defined in Public Resources
Code section 5020.1(k)?
b) A resource determined by the lead agency, in its
discretion and supported by substantial evidence, to
be significant pursuant to criteria set forth in
subdivision (c) of Public Resources Code Section
5024.1. In applying the criteria set forth in subdivision (c) of Public Resource Code Section 5024.1, the lead
agency shall consider the significance of the
resource to a California Native American tribe?

3.18.1 Environmental Setting
Lands within the city of Escondido were traditionally inhabited by the Kumeyaay/Diegueño and Luiseño Native Americans. Diegueño is recognized as a member of the California-Delta Yuman division of the Yuman-Cochimi language family, and includes three main dialects: Ipai, Kumeyaay, and Tipai. The Ipai occupied the central portion of San Diego County, while the Kumeyaay inhabited the southern portion of the county, including lands extending into the California portion of the Colorado Desert. The Tipai territory included the lands from Jamul southward into Baja California, south of Ensenada. Modern ethnographers tend to combine the Kumeyaay and the Tipai as a single, continuous social group. The Luiseño traditional use area is mapped as extending from the Pacific Ocean inland to Lake Elsinore and Palomar Mountain in the east and extending from Agua Hedionda in the south to Aliso Creek in the north (City of Escondido 2012b).

AB 52, signed into law in September of 2014, established a new class of resources under CEQA: “tribal cultural resources,” defined in PRC 21074. Pursuant to PRC Sections 21080.3.1, 21080.3.2, and 21082.3, where one or more California Native American Tribes has requested formal written notification of proposed projects from a lead agency, the lead agency shall begin consultation with those tribes by providing them with formal written notification of proposed projects prior to the release of an environmental impact report, negative declaration, or mitigated negative declaration.

In compliance with PRC section 21080.3.1, the City provided formal written notification of the program on September 7, 2022 to Rincon Band of Luiseno Indians, San Luis Rey Band of Mission Indians, San Pasqual Band of Mission Indians, Soboba Band of Luiseno Indians, and Mesa Grande Band of Mission Indians. The San Pasqual Band of Resolution No. 2022-162
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Mission Indians requested consultation on September 18, 2022, and the City and Tribe met on October 21, 2022. The Rincon Band of Luiseno Indians requested consultation on October 17, 2022, and the City and Tribe will meet on November 10, 2022. The tribal consultation process is ongoing and will be completed before the Final Initial Study/Negative Declaration is considered by the City Council. The outcome of consultation will be summarized in the Final Initial Study/Negative Declaration.

3.18.2 Discussion
Would the program cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public Resources Code section 21074 as either a site, feature, place, cultural landscape that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American tribe, and that is:
a) Listed or eligible for listing in the California Register of Historical Resources, or in a local register of historical resources as defined in Public Resources Code section 5020.1(k)?
and
b) A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in subdivision (c) of Public Resources Code Section 5024.1. In applying the criteria set forth in subdivision (c) of Public Resource Code Section 5024.1, the lead agency shall consider the significance of the resource to a California Native American tribe? Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. The activities involved in constructing VMT-reducing projects would include minor grading, excavation, and other ground disturbance. However, VMTreducing projects would be located in developed areas within roadway rights-of-way, such as on existing roads and sidewalks, or in disturbed areas along roadway shoulders. Because ground disturbance would be limited to shallow depths, comprised of artificial fill or previously disturbed soils, tribal cultural resources are unlikely to be encountered.

Therefore, implementation of VMT-reducing projects under the program would not adversely affect tribal cultural resources. This impact is less than significant.

Resolution No. 2022-162
Exhibit "B"

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3.19 UTILITIES AND SERVICE SYSTEMS

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XIX. Utilities and Service Systems.

Would the program:
a) Require or result in the relocation or construction of construction of new or expanded water, wastewater
treatment or stormwater drainage, electric power,
natural gas, or telecommunication facilities, the
construction or relocation of which could cause
significant environmental effects?
b) Have insufficient water supplies available to serve the project and reasonably foreseeable future
development during normal, dry and multiple dry
years?
c) Result in a determination by the wastewater
treatment provider that serves or may serve the
project that it has inadequate capacity to serve the
project’s projected demand, in addition to the
provider’s existing commitments?
d) Generate solid waste in excess of State or local
standards, or in excess of the capacity of local
infrastructure, or otherwise impair the attainment of
solid waste reduction goals?
e) Fail to comply with federal, state, and local
management and reduction statutes and regulations
related to solid waste?

3.19.1 Environmental Setting
Several agencies supply water to the city, including the City of Escondido Water and Wastewater Division (EWWD), Rincon Del Diablo Municipal Water District (MWD), Vallecitos Water District (VWD), Valley Water MWD, and Vista Irrigation District. Wastewater services are provided by EWWD and VWD. Escondido Disposal provides solid waste disposal services. Residential waste collected by Escondido Disposal is hauled to the Escondido Resource Recovery Transfer Station where it is sorted prior to being transported to the Sycamore Sanitary Landfill or Otay Mesa Landfill.

The City maintains the public roadway network and sidewalks, right-of-way electrical facilities, and the public storm drain conveyance system within the program area. The primary purpose of the public storm drain conveyance system is to facilitate the conveyance of drainage water from rainfall events away from urban areas (City of Escondido 2012b:4.17-27).

SDG&E, a regulated public utility, supplies electricity and natural gas to the city. SDG&E procures electricity generated from a variety of energy sources including coal, natural gas, nuclear, hydroelectric, and a mix of renewable resources.

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3.19.2 Discussion
a) Require or result in the relocation or construction of construction of new or expanded water, wastewater treatment or stormwater drainage, electric power, natural gas, or telecommunication facilities, the construction or relocation of which could cause significant environmental effects?
No impact. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These projects would not involve development of new land uses (e.g., residential, commercial, or industrial) and would not induce population growth in the area that would require the construction of new or expanded utilities. Although construction activities for VMT-reducing projects may require minor ground disturbance, excavation would be limited to shallow depths and would not require the relocation of underground utility lines, such as water or sewer lines. Some VMT-reducing projects, such as those involving the construction of new sidewalks or bicycle facilities, could require the relocation of existing above-ground utilities (e.g., powerlines or utility boxes) or stormwater infrastructure (e.g., curb, gutter, and drains) within roadway rights-of-way. However, the environmental effects of these utility relocations would be minor and consistent with the effects described throughout this IS/proposed ND. Therefore, implementation of VMT-reducing projects under the program would not result in significant environmental effects from the relocation or construction of water infrastructure, wastewater treatment facilities, storm drainage facilities, electric power, natural gas, or telecommunications facilities. No impact would occur.
b) Have insufficient water supplies available to serve the project and reasonably foreseeable future development during normal, dry and multiple dry years? Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These projects would not involve development of new land uses (e.g., residential, commercial, or industrial) and would not induce population growth in the area that would increase demand for water supplies. Pedestrian network improvements and bus stop upgrades may include the installation of new landscaping, which would increase water demands compared to existing conditions. However, landscaping would be limited to water-efficient varieties, such as plants that are native to the San Diego region or are adapted to a hot dry summer and cool winter climate, as required by EMC Article 62, “Water Efficient Landscape Regulations.” Therefore, VMT-reducing projects would not result in a substantial permanent increase in the water demand. Construction activities for VMT-reducing projects may require small amounts of water for dust control and grading, which would be sourced from existing water supplies. Therefore, implementation of VMT-reducing projects under the program would not result in a physical impact associated with provision of sufficient water supplies, including related infrastructure needs. This impact is less than significant. c) Result in a determination by the wastewater treatment provider that serves or may serve the project that it has inadequate capacity to serve the project’s projected demand, in addition to the provider’s existing commitments? Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These projects would not involve development of new land uses (e.g., residential, commercial, or industrial) and would not induce population growth in the area that would increase demand for wastewater treatment. Further, VMT-reducing projects would not involve the construction of new restroom facilities. Depending on the duration and location of VMT-reducing projects, the applicant may supply portable restrooms for use by work crews. Portable restrooms are self-contained and would be cleaned periodically, and the waste would be hauled off-site to a wastewater treatment facility for disposal. This service is typically provided by an independent contractor permitted to handle, haul, and dispose of sanitary sewage.

Pursuant to 40 CFR Part 403.5, hauled waste must be disposed of at a designated publicly owned treatment facility.

Typically, publicly owned treatment facilities are responsible for implementing permit programs for hauled waste and Resolution No. 2022-162
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ensure that adequate treatment capacity exists. Therefore, implementation of VMT-reducing projects under the program would not exceed the capacity of any wastewater treatment provider. This impact is less than significant. d) Generate solid waste in excess of State or local standards, or in excess of the capacity of local infrastructure, or otherwise impair the attainment of solid waste reduction goals?
and
Fail to comply with federal, state, and local management and reduction statutes and regulations related to solid waste?
Less than significant. The City requires the development of a construction waste management plan (CWMP) for all new building construction and demolition projects. The purpose of the CWMP is to ensure that 65% of nonhazardous construction and demolition debris (e.g., asphalt, concrete, brick, dirt, rock, lumber, cardboard, metals, and any vegetative or other land clearing/landscaping materials) is recycled in compliance with SB 1374 and the California Green Building Standards Code (CalGreen, CCR Title 24) waste diversion requirements.

VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These projects would not involve development of new land uses (e.g., residential, commercial, or industrial) and would not induce population growth in the area that would increase long-term demand for solid waste disposal services. Construction activities for VMT-reducing projects would not involve new building construction, but may require the removal of existing pavement, soils, and other debris. These types of projects would temporarily generate small amounts of solid waste that would be accommodated by nearby landfills. If determined to be applicable, project proponents would develop a CWMP to reduce solid waste generation and comply with the waste diversion requirements of SB 1374 and CalGreen. Based on the above discussion, VMTreducing projects would not generate solid waste in excess of State or local standards or in excess of the capacity of existing landfills. This impact is less than significant.

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3.20 WILDFIRE

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XX. Wildfire.

Is the project located in or near state responsibility areas or lands classified as high fire hazard severity zones? If located in or near state responsibility areas or lands classified as very high fire hazard severity zones, would the project:

Yes No
a) Substantially impair an adopted emergency response
plan or emergency evacuation plan?
b) Due to slope, prevailing winds, and other factors,
exacerbate wildfire risks, and thereby expose project
occupants to pollutant concentrations from a wildfire
or the uncontrolled spread of a wildfire?
c) Require the installation of associated infrastructure (such as roads, fuel breaks, emergency water
sources, power lines or other utilities) that may
exacerbate fire risk or that may result in temporary
or ongoing impacts to the environment?
d) Expose people or structures to significant risks,
including downslope or downstream flooding or
landslides, as a result of runoff, post-fire slope
instability, or drainage changes?

3.20.1 Environmental Setting
CAL FIRE has mapped FHSZs for the entire state. FHSZs are based on an evaluation of fuels, fire history, terrain, housing density, and occurrence of severe fire weather and are intended to identify areas where urban fires could result in catastrophic losses. FHSZs are categorized as moderate, high, and very high. According to CAL FIRE’s Fire Resource Assessment Program, several areas around the perimeter of the city are categorized as very high FHSZs (CAL FIRE 2009).

EFD is the primary agency responsible for wildfire protection in the program area. EFD implements various programs such as weed and vegetation abatement and enforces the Escondido Fire Code to improve public safety. EMC Section 11-15 adopts the more recent 2019 California Fire Code, which contains regulations regarding defensible space, vegetation management, and fire safety during construction.

3.20.2 Discussion
a) Substantially impair an adopted emergency response plan or emergency evacuation plan?
Less than significant. VMT-reducing projects that would be implemented as part of the program would include improvements to the City’s existing pedestrian, bicycle, and transit network. These projects would occur within Resolution No. 2022-162
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roadway rights-of-way and could alter existing roadways that serve as emergency access routes, which would have the potential to impair adopted emergency response plans. As discussed in Section 3.17.2(d), all improvements within roadway rights-of-way would be designed in compliance with the California Fire Code, which is adopted by reference in the Escondido Fire Code. The California Fire Code requires the width of an unobstructed roadway to measure no less than 24 feet in order to provide adequate access for fire and emergency responders. Additionally, improvements within roadway rights-of-way would be required to comply with the City’s Design Standards and Standard Drawings, which require emergency access roads be designed and constructed to the requirements of City Engineer and Fire Marshal (City of Escondido 2014). Compliance with applicable codes and design standards would ensure that adequate access is provided for fire and emergency responders during operations of VMT-reducing projects.

Construction activities for VMT-reducing projects would occur within roadway rights-of-way and may require temporary lane closures or result in other traffic disruptions. Encroachment permits from the City would be required for all work within public rights-of-way. As a requirement of encroachment permit approval, project proponents would be required to develop a traffic control plan that meets the requirements of the most current California Manual on Uniform Traffic Control Devices (Caltrans 2021) and the latest edition of the Standard Specifications for Public Works Construction. Compliance with the encroachment permit and traffic control plan would ensure that adequate access is provided for fire and emergency responders for the duration of construction activities. Therefore, implementation of VMT-reducing projects under the program would not impair an adopted emergency response plan or emergency evacuation plan. This impact is less than significant. b) Due to slope, prevailing winds, and other factors, exacerbate wildfire risks, and thereby expose project occupants to pollutant concentrations from a wildfire or the uncontrolled spread of a wildfire?
No impact. As discussed in Section 3.14, “Population and Housing,” VMT-reducing projects that would be implemented as part of the program would not include the construction of new housing and do not propose changes to policies or regulations related to land use or residential zoning. Additionally, VMT-reducing projects would not introduce new occupants that could be exposed to pollutant concentrations from a wildfire or the uncontrolled spread of as wildfire. Furthermore, VMT-reducing projects would be primarily within developed roadway rights-of-way where wildfire risk is low. No impact would occur. c) Require the installation of associated infrastructure (such as roads, fuel breaks, emergency water sources, power lines or other utilities) that may exacerbate fire risk or that may result in temporary or ongoing impacts to the environment? Less than significant. VMT-reducing projects that would result in the construction of new pedestrian and bicycle facilities could alter existing roadways. No other infrastructure (such as new roads, emergency water sources, power lines, or other utilities) that may exacerbate fire risk or that may result in temporary or ongoing impacts to the environment are proposed. VMT-reducing projects could require the use of construction vehicles and equipment within areas categorized as very high FHSZs. The temporary and periodic use of construction vehicles and equipment within a very high FHSZ has the potential to increase the risk of an accidental fire ignition. However, construction activities associated with their implementation would occur within developed roadway rights-of-way where wildfire risk is low. In addition, enforcement of the California Fire Code would require the implementation of fire safety measures during construction. Safety measures would include prohibiting smoking except in approved areas and ensuring proper use of motorized equipment so that exhausts do not discharge against combustible material and refueling would not occur while in equipment was in operation. Therefore, implementation of VMT-reducing projects under the program would not exacerbate fire risks. This impact is less than significant.

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d) Expose people or structures to significant risks, including downslope or downstream flooding or landslides, as a result of runoff, post-fire slope instability, or drainage changes?
Less than significant. Wildfire can significantly alter the hydrologic response of a watershed by reducing vegetative cover and altering soil characteristics. As a result, subsequent rainstorms after wildfire can produce landslides and debris flows, which can affect people or structures that are located below an area that has burned. Ground disturbing activities have the potential to destabilize soils, exacerbating post-fire landslide and debris flow hazards.

Construction of VMT-reducing projects would require minor grading, excavation, and other ground disturbance. As discussed in Section 3.7, “Geology and Soils,” the program area contains small landslide hazard areas, which are located along the periphery of the city on slopes greater than 25 percent. However, ground disturbing activities for VMT-reducing projects would generally occur in disturbed areas within roadway rights-of-way where existing transportation infrastructure is present. These projects would not typically occur on steep slopes and would also be required to comply with the City’s Design Standards and Standard Drawings, which specifies grading and erosion control standards (City of Escondido 2014). Furthermore, as discussed in Section 3.20.2(c), VMT-reducing projects would not exacerbate fire risk, and thus would not result in a substantial increase in post-fire flooding and landslide due to an increase in wildfire risk itself. Therefore, implementation of VMT-reducing projects under the program would not result in flooding or landslides, as a result of runoff, post-fire slope instability, or drainage changes. This impact is less than significant.

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3.21 MANDATORY FINDINGS OF SIGNIFICANCE

ENVIRONMENTAL ISSUES
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
LessThan
Significant
Impact
No
Impact
XX. Mandatory Findings of Significance.
a) Does the project have the potential to substantially degrade the quality of the environment, substantially
reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below selfsustaining levels, threaten to eliminate a plant or animal community, substantially reduce the number
or restrict the range of an endangered, rare, or
threatened species, or eliminate important examples
of the major periods of California history or
prehistory?
b) Does the project have impacts that are individually
limited, but cumulatively considerable?
(“Cumulatively considerable” means that the
incremental effects of a project are considerable
when viewed in connection with the effects of past
projects, the effects of other current projects, and
the effects of probable future projects.)
c) Does the project have environmental effects that will cause substantial adverse effects on human beings,
either directly or indirectly?

3.21.1 Environmental Setting
Environmental settings provided throughout Sections 3.1 to 3.20 were used in preparing the impact discussion for this section.

3.21.2 Discussion
a) Does the project have the potential to substantially degrade the quality of the environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community, substantially reduce the number or restrict the range of an endangered, rare, or threatened species, or eliminate important examples of the major periods of California history or prehistory?
Less than significant. As discussed in Section 3.1, “Aesthetics”; Section 3.3, “Air Quality”; Section 3.8, “Greenhouse Gas Emissions”; Section 3.9, “Hazards and Hazardous Materials”; Section 3.10, “Hydrology and Water Quality”; and Section

3.13, “Noise,” project construction would result in short-term and temporary changes to the visual environment; increases in air pollutants, greenhouse gas emissions, and noise levels; erosion and degradation of water quality; and potential releases of hazardous materials into the environment. However, through compliance with applicable permits, programs, and regulations during construction, implementation of VMT-reducing projects under the program would not substantially degrade the quality of the environment.

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As described in Section 3.4, “Biological Resources,” VMT-reducing projects would be located in developed areas within roadway rights-of-way, such as on existing roads and sidewalks, or in disturbed areas along roadway shoulders that are surrounded by urban development. These projects would be located in areas that lack habitat for fish or wildlife species. Therefore, implementation of VMT-reducing projects under the program would not have potential to reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community, or substantially reduce the number or restrict the range of an endangered, rare, or threatened species.

As described in Section 3.5, “Cultural Resources,” VMT-reducing projects would not involve the demolition, destruction, alteration, or structural relocation of a historical resource. Projects would be required to comply with applicable City review and design requirements governing public right-of-way improvements within historic districts.

Additionally, as described in Section 3.5, “Cultural Resources”; Section 3.7, “Geology and Soils”; and Section 3.18, “Tribal Cultural Resources,” ground disturbance would be limited to shallow depths, comprised of artificial fill or previously disturbed soils, within developed roadway rights-of-way. Therefore, archaeological resources, cemeteries or burials, paleontological resources, and tribal cultural resources are unlikely to be encountered during construction activities. Furthermore, projects would be required to comply with applicable polices and regulations governing the protection of cultural and paleontological resources. Therefore, implementation of VMT-reducing projects under the program would not eliminate important examples of the major periods of California history or prehistory.

Through compliance with applicable permits, programs, and regulations, implementation of VMT-reducing projects under the program would not substantially degrade the quality of the environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community, substantially reduce the number or restrict the range of an endangered, rare, or threatened species, or eliminate important examples of the major periods of California history or prehistory. This impact is less than significant.
b) Does the project have impacts that are individually limited, but cumulatively considerable? (“Cumulatively considerable” means that the incremental effects of a project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects.) Less than significant. Cumulative environmental effects are multiple individual effects that, when considered together, would be considerable or compound or increase other environmental impacts. Individual effects may result from a single project or a number of separate projects and may occur at the same place and point in time or at different locations and over extended periods of time.

As described in Sections 3.1 through 3.20 of this IS/proposed ND, construction activities would result in short-term and temporary effects on the environment, including the following: changes to the visual setting; increases in air pollutants and noise levels; erosion and degradation of water quality; potential releases of hazardous materials into the environment; and increases in demand for utilities and services. Construction-related effects would be localized within the immediate vicinity of each project site and would cease following the construction period. Additionally, compliance with applicable permits, programs, regulations referenced throughout this IS/proposed ND would minimize impacts such that construction-related impacts would not contribute to a cumulative effect when combined with the effects of other cumulative projects.

As described in Sections 3.1 through 3.20 of this IS/proposed ND, operation of VMT-reducing projects would not result in substantially adverse environmental effects. Rather, VMT-reducing projects would reduce vehicle trips, with the co-benefits of reducing air pollutant and greenhouse gas emissions and reducing reliance on fossil fuels.

Therefore, operations-related impacts would not contribute to a cumulative effect when combined with the effects of other cumulative projects.

Reasonably foreseeable future development in the city would be subject to the same land use and environmental regulations as described throughout this IS/proposed ND. Development projects within the city are guided by policies identified in the City’s General Plan and by the regulations established in the City’s Municipal Code.

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Compliance with these local regulations would minimize the combined effects of the related projects, thereby minimizing the potential for those effects to combine with VMT-reducing projects to produce a cumulatively considerable impact. Based on the above discussion, implementation of VMT-reducing projects under the program would not result in a cumulatively considerable contribution to environmental impacts. This impact is less than significant.
c) Does the project have environmental effects that will cause substantial adverse effects on human beings, either directly or indirectly? Less than significant. As discussed in Section 3.3, “Air Quality”; Section 3.8, “Greenhouse Gas Emissions”; Section 3.9, “Hazards and Hazardous Materials”; Section 3.10, “Hydrology and Water Quality”; Section 3.13, “Noise”; and Section

3.17, “Transportation”; project construction would result in the short-term and temporary increases in air pollutants, greenhouse gas emissions, and noise levels; degradation of water quality; potential releases of hazardous materials into the environment; and disruptions to the transportation network. However, through compliance with applicable permits, programs, and regulations during construction, these environmental effects would not cause substantial adverse effects on human beings. Furthermore, these construction-related effects would be offset by the overall net benefits of long-term VMT reduction and associated air pollutant and greenhouse gas emissions reductions from implementation of the program. Therefore, implementation of VMT-reducing projects under the program would not result in substantial adverse effects on human beings. This impact is less than significant.

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4 REFERENCES
1 Introduction
None
2 Project Description
City of Escondido. 2012 (October). Bicycle Master Plan. Available:
https://www.escondido.org/Data/Sites/1/media/PDFs/Planning/DraftBicycleMasterPlan.pdf. Accessed August 31, 2022.
———. 2021 (March). Climate Action Plan. Available:
https://www.escondido.org/Data/Sites/1/media/Planning/ClimateActionPlan2021.pdf. Accessed September 1, 2022.

Fehr & Peers. 2022 (August). City of Escondido VMT Exchange Program Documentation – Public Review Draft.

Prepared for City of Escondido, Escondido, CA.

NCTD. See North County Transit District.

North County Transit District. 2018 (March). Bus Stop Development Handbook. Available:
https://lfportal.nctd.org/weblink/0/edoc/118390/2018%20Bus%20Stop%20Development%20Handbook.pdf.

Accessed August 31, 2022.
3 Environmental Checklist

3.1 Aesthetics
California Department of Transportation. 2019 (August). List of eligible and officially designated State Scenic Highways.

Retrieved from: https://dot.ca.gov/programs/design/lap-landscape-architecture-and-communitylivability/lap-liv-i-scenic-highways. Accessed September 9, 2022.

Caltrans. See California Department of Transportation.

City of Escondido. 2012a. City of Escondido General Plan. Adopted May 2012. Retrieved from:
https://www.escondido.org/general-plan-update.aspx. Accessed September 12, 2022. ———. 2012b. Escondido General Plan Update, Downtown Specific Plan Update, and Climate Action Plan Environmental Impact Report. State Clearinghouse No. 2010071064. Escondido, CA. Prepared by Atkins, San Diego, CA.
———. 2014 (April). Design Standards and Standard Drawings. Available:
https://www.escondido.org/Data/Sites/1/media/pdfs/Engineering/DesignStandards.pdf. Accessed September 12, 2022.

3.2 Agriculture and Forest Resources
City of Escondido. 2012b. Escondido General Plan Update, Downtown Specific Plan Update, and Climate Action Plan Environmental Impact Report. State Clearinghouse No. 2010071064. Escondido, CA. Prepared by Atkins, San Diego, CA.

3.3 Air Quality
BAAQMD. See Bay Area Air Quality Management District.

Bay Area Air Quality Management District. 2017 (May). California Environmental Quality Act Air Quality Guidelines.

Available: https://www.baaqmd.gov/~/media/files/planning-and-research/ceqa/ceqa_guidelines_may2017- pdf.pdf?la=en. Accessed September 13, 2022.

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California Air Resources Board. 2013. California Almanac of Emissions and Air Quality—2013 Edition. Retrieved from:
http://www.arb.ca.gov/aqd/almanac/almanac13/almanac13.htm. Accessed September 12, 2022.

CARB. See California Air Resources Board.

City of Escondido. 2012a. City of Escondido General Plan. Adopted May 2012. Retrieved from:
https://www.escondido.org/general-plan-update.aspx. Accessed September 12, 2022.

County of San Diego. 2007. Guidelines for Determining Significance, Air Quality. Approved March 19, 2007. San Diego County, CA: Department of Planning and Land Use, Department of Public Works. Available:
https://www.sandiegocounty.gov/content/dam/sdc/pds/ProjectPlanning/docs/AQ-Guidelines.pdf. Accessed September 12, 2022.

EPA. See U.S. Environmental Protection Agency.

OEHHA. See. Office of Environmental Health Hazard Assessment.

Office of Environmental Health Hazard Assessment. 2015 (February). Air Toxics Hot Spots Program - Guidance Manual for Preparation of Health Risk Assessments, Risk Assessment Guidelines. Available:
https://oehha.ca.gov/media/downloads/crnr/2015guidancemanual.pdf. Accessed September 13, 2022.

San Diego County Air Pollution Control District. n.d. Attainment Status. Available:
https://www.sdapcd.org/content/sdapcd/planning/attainment-status.html. Accessed September 12, 2022. ———. 2016a. 2008 Eight-Hour Ozone Attainment Plan for San Diego County. Available:
https://www.sdapcd.org/content/dam/sdapcd/documents/grants/planning/8-Hr-O3%20Attain%20Plan08%20Std.pdf. Accessed September 12, 2022. ———. 2016b. 2008 Eight-Hour Ozone Reasonably Available Control Technology Demonstration for San Diego County.

Available: https://www.sdapcd.org/content/dam/sdapcd/documents/grants/planning/8-HrO3%20RACT%20Demo-08%20Std.pdf. Accessed September 12, 2022. ———. 2016c. 2016 Revision of the Regional Air Quality Strategy for San Diego County. Available:
https://www.sdapcd.org/content/dam/sdapcd/documents/grants/planning/2016%20RAQS%20(1).pdf.

Accessed September 12, 2022.
———. 2020a (October). 2020 Plan for Attaining the National Ambient Air Quality Standards for Ozone in San Diego County. Available:
https://www.sdapcd.org/content/dam/sdapcd/documents/grants/planning/Att%20A%20(Attainment%20Plan )_ws.pdf. Accessed September 12, 2022.
———. 2020b (October). 2020 Reasonably Available Control Technology Demonstration for the National Ambient Air Quality Standards for Ozone in San Diego County. Available:
https://www.sdapcd.org/content/dam/sdapcd/documents/grants/planning/Att%20B%20(RACT).pdf.

Accessed September 12, 2022.

SDAPCD. See San Diego County Air Pollution Control District.

U.S. Environmental Protection Agency. 2022. Criteria Air Pollutants. Retrieved from: https://www.epa.gov/criteria-airpollutants#self. Last updated August 9, 2022. Accessed September 12, 2022.

Zhu, Y., W.C. Hinds, S. Kim, and S. Shen. 2002. Study of Ultrafine Particles Near a Major Highway with Heavy-duty Diesel Traffic. In Atmospheric Environment 36:4323–4335.

3.4 Biological Resources
City of Escondido. 2001 (June). Public Review Draft Escondido Subarea Plan Implementing the Multiple Habitat Conservation Program. Available:
https://www.escondido.org/Data/Sites/1/media/pdfs/Planning/MHCP/Section0.pdf. Accessed September 13, 2022.

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———. 2012b. Escondido General Plan Update, Downtown Specific Plan Update, and Climate Action Plan Environmental Impact Report. State Clearinghouse No. 2010071064. Escondido, CA. Prepared by Atkins, San Diego, CA.

3.5 Cultural Resources
City of Escondido. 2012b. Escondido General Plan Update, Downtown Specific Plan Update, and Climate Action Plan Environmental Impact Report. State Clearinghouse No. 2010071064. Escondido, CA. Prepared by Atkins, San Diego, CA.
———. 2014 (April). Design Standards and Standard Drawings. Available:
https://www.escondido.org/Data/Sites/1/media/pdfs/Engineering/DesignStandards.pdf. Accessed September 12, 2022.

3.6 Energy
California Energy Commission and California Public Utilities Commission. 2008 (February). Energy Action Plan, 2008 Update. State of California. Available: https://www.cpuc.ca.gov/-/media/cpucwebsite/files/uploadedfiles/cpuc_public_website/content/utilities_and_industries/energy_- _electricity_and_natural_gas/2008-energy-action-plan-update.pdf. Accessed September 14, 2022.

CEC and CPUC. See California Energy Commission and California Public Utilities Commission.

City of Escondido. 2012b. Escondido General Plan Update, Downtown Specific Plan Update, and Climate Action Plan Environmental Impact Report. State Clearinghouse No. 2010071064. Escondido, CA. Prepared by Atkins, San Diego, CA.

San Diego Gas and Electric Company. 2022a. Our Company. Available: https://www.sdge.com/more-information/ourcompany. Accessed September 14, 2022. ———. 2022b. Our Renewable Energy Goals. Available: https://www.sdge.com/moreinformation/environment/about-our-initiatives/renewable-goals#. Accessed September 14, 2022.

SDG&E. See San Diego Gas and Electric Company.

3.7 Geology and Soils
City of Escondido. 2012a. City of Escondido General Plan. Adopted May 2012. Retrieved from:
https://www.escondido.org/general-plan-update.aspx. Accessed September 12, 2022. ———. 2012b. Escondido General Plan Update, Downtown Specific Plan Update, and Climate Action Plan Environmental Impact Report. State Clearinghouse No. 2010071064. Escondido, CA. Prepared by Atkins, San Diego, CA.
———. 2014 (April). Design Standards and Standard Drawings. Available:
https://www.escondido.org/Data/Sites/1/media/pdfs/Engineering/DesignStandards.pdf. Accessed September 12, 2022.

3.8 Greenhouse Gas Emissions
California Air Resources Board. 2014 (May). First Update of Climate Change Scoping Plan. https://ww2.arb.ca.gov/sites/default/files/classic/cc/scopingplan/2013_update/first_update_climate_change_sc oping_plan.pdf. Accessed September 19, 2022.
———. 2017 (November). California’s 2017 Climate Change Scoping Plan: The Strategy for Achieving California’s 2030 Greenhouse Gas Target. Available: https://www.arb.ca.gov/cc/scopingplan/scoping_plan_2017.pdf. Accessed September 19, 2022.
———. 2022 (May). Draft 2022 Scoping Plan Update. Available: https://ww2.arb.ca.gov/sites/default/files/2022- 05/2022-draft-sp.pdf. Accessed September 19, 2022.

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CARB. See California Air Resources Board.

City of Escondido. 2012b. Escondido General Plan Update, Downtown Specific Plan Update, and Climate Action Plan Environmental Impact Report. State Clearinghouse No. 2010071064. Escondido, CA. Prepared by Atkins, San Diego, CA.
———. 2021 (March). Climate Action Plan. Available:
https://www.escondido.org/Data/Sites/1/media/Planning/ClimateActionPlan2021.pdf. Accessed September 19, 2022.

3.9 Hazards and Hazardous Materials
CAL FIRE. See California Department of Forestry and Fire Protection.

California Department of Forestry and Fire Protection. 2009 (June). Very High Fire Hazard Severity Zones in LRA, Escondido. Available: https://osfm.fire.ca.gov/media/5961/escondido.pdf. Accessed September 14, 2022.

California Department of Transportation. 2021 (March). California Manual on Uniform Traffic Control Devices.

Available: https://dot.ca.gov/-/media/dot-media/programs/safety-programs/documents/camutcd/rev6/camutcd2014-rev6.pdf. Accessed September 15, 2022.

Caltrans. See California Department of Transportation.

City of Escondido. 2014 (April). Design Standards and Standard Drawings. Available:
https://www.escondido.org/Data/Sites/1/media/pdfs/Engineering/DesignStandards.pdf. Accessed September 12, 2022.

State Water Resources Control Board. 2022. GeoTracker. Retrieved from: https://geotracker.waterboards.ca.gov/.

Accessed September 19, 2022.

SWRCB. See State Water Resources Control Board.

3.10 Hydrology and Water Quality
California Department of Water Resources. 2022. Sustainable Groundwater Management Act Data Viewer. Retrieved from: https://sgma.water.ca.gov/webgis/?appid=SGMADataViewer#boundaries. Accessed September 19, 2022.

DWR. California Department of Water Resources.

City of Escondido. 2012b. Escondido General Plan Update, Downtown Specific Plan Update, and Climate Action Plan Environmental Impact Report. State Clearinghouse No. 2010071064. Escondido, CA. Prepared by Atkins, San Diego, CA.
———. 2014 (April). Design Standards and Standard Drawings. Available:
https://www.escondido.org/Data/Sites/1/media/pdfs/Engineering/DesignStandards.pdf. Accessed September 12, 2022.

3.11 Land Use and Planning
City of Escondido. 2012a. City of Escondido General Plan. Adopted May 2012. Retrieved from:
https://www.escondido.org/general-plan-update.aspx. Accessed September 12, 2022. ———. 2012b. Escondido General Plan Update, Downtown Specific Plan Update, and Climate Action Plan Environmental Impact Report. State Clearinghouse No. 2010071064. Escondido, CA. Prepared by Atkins, San Diego, CA.

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3.12 Mineral Resources
California Department of Conservation. 1982. Mineral Land Classification: Aggregate Materials in the Western San Diego County Production-Consumption Region. Division of Mines and Geology. Special Report 153.

Sacramento, CA.

City of Escondido. 2012b. Escondido General Plan Update, Downtown Specific Plan Update, and Climate Action Plan Environmental Impact Report. State Clearinghouse No. 2010071064. Escondido, CA. Prepared by Atkins, San Diego, CA.

DOC. See California Department of Conservation.

3.13 Noise
California Department of Transportation. 2013 (September). Technical Noise Supplement to the Traffic Noise Analysis Protocol. Available: https://dot.ca.gov/-/media/dot-media/programs/environmentalanalysis/documents/env/tens-sep2013-a11y.pdf. Accessed September 15, 2022. ———. 2020 (April). Transportation and Construction Vibration Guidance Manual. Available: https://dot.ca.gov/- /media/dot-media/programs/environmental-analysis/documents/env/tcvgm-apr2020-a11y.pdf. Accessed September 15, 2022.

Caltrans. See California Department of Transportation.

City of Escondido. 2012a. City of Escondido General Plan. Adopted May 2012. Retrieved from:
https://www.escondido.org/general-plan-update.aspx. Accessed September 12, 2022.

Federal Transit Administration. 2006 (May). Transit Noise and Vibration Impact Assessment. Available:
https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA_Noise_and_Vibration_Manual.pdf. Accessed October 11, 2022.
———. 2018 (September). Transit Noise and Vibration Impact Assessment Manual. Available:
https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/research-innovation/118131/transit-noise-andvibration-impact-assessment-manual-fta-report-no-0123_0.pdf. Accessed September 15, 2022.

FTA. See Federal Transit Administration.

San Diego County Airport Land Use Commission. 2011 (December). McClellan-Palomar Airport Land Use Compatibility Plan. Adopted January 25, 2010; reflects amendments through December 1, 2011. Available:
https://www.san.org/DesktopModules/Bring2mind/DMX/API/Entries/Download?Command=Core_Download &EntryId=2991&language=en-US&PortalId=0&TabId=225. Accessed September 15, 2022.

San Diego County ALUC. See San Diego County Airport Land Use Commission.

3.14 Population and Housing
City of Escondido. 2012b. Escondido General Plan Update, Downtown Specific Plan Update, and Climate Action Plan Environmental Impact Report. State Clearinghouse No. 2010071064. Escondido, CA. Prepared by Atkins, San Diego, CA.

US Census Bureau. 2021. QuickFacts. Available: https://www.census.gov/quickfacts/escondidocitycalifornia. Accessed September 15, 2022.

3.15 Public Services
City of Escondido. 2012b. Escondido General Plan Update, Downtown Specific Plan Update, and Climate Action Plan Environmental Impact Report. State Clearinghouse No. 2010071064. Escondido, CA. Prepared by Atkins, San Diego, CA.

EFD. See Escondido Fire Department.

EPD. See Escondido Police Department.

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Escondido Fire Department. 2022. The Organization. Available: https://fire.escondido.org/the-organization. Accessed September 15, 2022.

Escondido Police Department. 2022. History of Law Enforcement. Available: https://police.escondido.org/history-oflaw-enforcement.aspx. Accessed September 15, 2022.

3.16 Recreation
City of Escondido. 2012a. City of Escondido General Plan. Adopted May 2012. Retrieved from:
https://www.escondido.org/general-plan-update.aspx. Accessed September 12, 2022. ———. 2012b. Escondido General Plan Update, Downtown Specific Plan Update, and Climate Action Plan Environmental Impact Report. State Clearinghouse No. 2010071064. Escondido, CA. Prepared by Atkins, San Diego, CA.

3.17 Transportation/Traffic
California Department of Transportation. 2021 (March). California Manual on Uniform Traffic Control Devices.

Available: https://dot.ca.gov/-/media/dot-media/programs/safety-programs/documents/camutcd/rev6/camutcd2014-rev6.pdf. Accessed September 15, 2022.

Caltrans. See California Department of Transportation.

California Governor’s Office of Planning and Research. 2018 (December). Technical Advisory on Evaluating Transportation Impacts in CEQA. Available: https://opr.ca.gov/docs/20190122-743_Technical_Advisory.pdf.

Accessed September 15, 2022.

City of Escondido. 2012a. City of Escondido General Plan. Adopted May 2012. Retrieved from:
https://www.escondido.org/general-plan-update.aspx. Accessed September 12, 2022. ———. 2012b. Escondido General Plan Update, Downtown Specific Plan Update, and Climate Action Plan Environmental Impact Report. State Clearinghouse No. 2010071064. Escondido, CA. Prepared by Atkins, San Diego, CA.
———. 2014 (April). Design Standards and Standard Drawings. Available:
https://www.escondido.org/Data/Sites/1/media/pdfs/Engineering/DesignStandards.pdf. Accessed September 12, 2022.

San Diego Association of Governments. 2011 (October). 2050 Regional Transportation Plan. Available:
https://www.sandag.org/uploads/2050RTP/F2050rtp_all.pdf. Accessed September 15, 2022.

SANDAG. See San Diego Association of Governments.

3.18 Tribal Cultural Resources
City of Escondido. 2012b. Escondido General Plan Update, Downtown Specific Plan Update, and Climate Action Plan Environmental Impact Report. State Clearinghouse No. 2010071064. Escondido, CA. Prepared by Atkins, San Diego, CA.

3.19 Utilities and Service Systems
City of Escondido. 2012b. Escondido General Plan Update, Downtown Specific Plan Update, and Climate Action Plan Environmental Impact Report. State Clearinghouse No. 2010071064. Escondido, CA. Prepared by Atkins, San Diego, CA.

3.20 Wildfire
CAL FIRE. See California Department of Forestry and Fire Protection.

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California Department of Transportation. 2021 (March). California Manual on Uniform Traffic Control Devices.

Available: https://dot.ca.gov/-/media/dot-media/programs/safety-programs/documents/camutcd/rev6/camutcd2014-rev6.pdf. Accessed September 15, 2022.

Caltrans. See California Department of Transportation.

California Department of Forestry and Fire Protection. 2009 (June). Very High Fire Hazard Severity Zones in LRA, Escondido. Available: https://osfm.fire.ca.gov/media/5961/escondido.pdf. Accessed September 14, 2022.

City of Escondido. 2014 (April). Design Standards and Standard Drawings. Available:
https://www.escondido.org/Data/Sites/1/media/pdfs/Engineering/DesignStandards.pdf. Accessed September 12, 2022.

EFD. See Escondido Fire Department.

3.21 Mandatory Findings of Significance
None
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5 REPORT PREPARERS AND CONTRIBUTORS

5.1 CITY OF ESCONDIDO
Julie Procopio, P.E., City Engineer
Ivan Flores, Associate Planner

5.2 FEHR & PEERS
Katy Cole, PE, Principal

5.3 ASCENT ENVIRONMENTAL
Andrew Martin, Project Manager
Zachary Miller, Senior Transportation Planner
Nicole Greenfield, Environmental Planner
Brian Perry, Senior Graphics Specialist
Phi Ngo, GIS Specialist
Gayiety Lane, Document Production Specialist
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City of Escondido VMT Exchange Program
Documentation – Public Review Draft
Prepared for:

City of Escondido
October 21, 2022
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Table of Contents
Program Overview ........................................................................................................................ 3 Introduction .................................................................................................................................................................................... 3 Background .................................................................................................................................................................................... 4 Project Identification ................................................................................................................................................................... 6 Nexus Methodology ................................................................................................................................................................... 6 VMT Exchange Program: Individual Projects/Programs........................................................... 8 Process for Selecting an Exchange Project ........................................................................................................................ 8 Implementation of an Exchange Project ............................................................................................................................. 8 Early Action Exchange Program Projects ............................................................................................................................ 9 Pedestrian Network Projects ........................................................................................................................................... 9 Bicycle Network Improvements ...................................................................................................................................10 Transit Supportive Improvements ...............................................................................................................................10 Future Exchange Program Options .....................................................................................................................................17 Trip Reduction Marketing...............................................................................................................................................17 Using the Exchange Program..................................................................................................... 20 Process for Using the Exchange Program ........................................................................................................................20 Standard Household Size and Number of Employees ................................................................................................21 Standard Household Size ...............................................................................................................................................21 Standard Number of Employees by Employment Use .......................................................................................21 Sample Calculation ....................................................................................................................................................................21 Appendices
APPENDIX A – VMT Reduction Calculations
APPENDIX B – Standard Square Feet Per Employee By Land Use List of Tables
Table 1: VMT Exchange Program Early Action Project List .............................................................................................. 11 Table 2: VMT Exchange Program Future Programs ............................................................................................................ 18 DRAFT Resolution No. 2022-162
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Program Overview
Introduction
The following VMT Exchange Program Documentation provides the City of Escondido (City) with the technical basis for implementation of a VMT Exchange program to provide VMT mitigation options to projects with transportation VMT impacts. The VMT Exchange program provides a list of communitybased transportation projects and programs that can be selected to be full or partial mitigation for a transportation VMT impact pursuant to the California Environmental Quality Act (CEQA). The program has co-benefits in that it supports the City’s future transportation needs and assists the City in reaching its Climate Action Plan (CAP) goals.

The Program offers a variety of VMT reducing projects and programs, such as constructing bicycle and pedestrian facilities, improving transit stops, funding a City run circulator shuttle, and funding commute trip reducing programs for City staff and residents/employees within Escondido. The program will be implemented over time and the projects available for VMT mitigation will be expanded as city resources and/or new options become available. The initial program offers applicants the ability to construct City bicycle, pedestrian, and transit supportive infrastructure in exchange for VMT reduction that can be applied to their project. In the future, additional mitigation options such as a circulator shuttle and commute trip reduction programs may become available.

The VMT Exchange Program projects and programs are not already part of funded programs; therefore, meet the concept of additionality1 – these projects/programs are in addition to what would have been implemented through other planning and capital improvement programs.

The VMT Exchange Program is a voluntary program that is designed to offer discretionary projects an option for reducing transportation VMT impacts either to less than significant or by providing mitigation to the extent feasible. A discretionary project with a significant transportation VMT impact may also choose to mitigate the impact using site specific mitigation measures outside of the VMT Exchange Program or a combination of site-specific measures plus use of the VMT Exchange Program.

The project/program list provided in the document is a live table that will be updated periodically to reflect the addition of VMT reducing projects and/or to reflect current research on the project/program’s effectiveness at reducing VMT.
1 Additionality is the requirement that the VMT reductions/exchange program projects would not have occurred absent inclusion in the exchange program. Additional information is provided in the UC Berkely publication, “Implementing SB 743, An Analysis of Vehicle Miles Traveled Banking and Exchange Frameworks,” August 2018.

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Background
SB 743 was made into law in 2013 fundamentally changing transportation impact analysis required for CEQA compliance. According to the new law, vehicle miles of travel (VMT) replaced auto level of service (LOS) and other similar measures of vehicular capacity or traffic congestion for determining significant impacts.

Transportation Demand Management (TDM) strategies have traditionally been utilized to change travel behavior as a way of reducing VMT. TDMs are generally most effective in urban areas where a project site is accessible through multiple travel modes (i.e., walking, bicycling, transit, and personal micro-mobility vehicles) offering similar travel times and convenience. On the other hand, TDM strategies are less effective in low-density suburban and rural areas where travel modes are more reliant upon personal automobiles. In these types of areas, a program-based approach to mitigation is typically more effective than applying strategies to a project site only. Following is a review of three common program-based approaches2:
• Transportation Impact Fee Program – is a traditional impact fee program in compliance with the Mitigation Fee Act3. The nexus for the fee program would be a VMT reduction goal consistent with the CEQA threshold established by a lead agency for SB 743 purposes. The City of Los Angeles is the first city in California to complete a nexus study for this type of program. The main difference from a fee program based on a metric such as vehicle level of service (LOS) is that the VMT reduction nexus results in a capital improvement program (CIP) consisting largely of transit, bicycle, and pedestrian projects. These types of fee programs are time-consuming to develop, monitor, and maintain but are recognized as an acceptable form of CEQA mitigation if they can demonstrate that the CIP projects will be fully funded and implemented. • VMT Mitigation Exchange – relies on a developer agreeing to implement a predetermined VMT reducing project or proposing a new one. The project may be located in the vicinity of the project or elsewhere in the community, and possibly outside the community. The Exchange needs to have a facilitating entity that can match the VMT generator (the development project) with a VMT reducing project or action. The facilitating entity could be the lead agency or another entity that can provide the match and ensure through substantial evidence that the VMT reduction is valid.

This option provides the most flexibility for mitigation project selection and is also the least complex to set up. Implementation is completed on a project-by-project basis, similar to typical mitigation measures.

VMT Mitigation Bank – attempts to create a monetary value for VMT reduction such that a developer could purchase VMT reduction credits. The money exchanged for credits could be 2 For more detail on each program, see VMT Mitigation Through Banks and Exchanges Understanding New Mitigation Approaches, Fehr & Peers, January 2020 (Draft)
3 The Mitigation Fee Act: (Gov. Code, §66000) establishes requirements for local entities when imposing development fees.
https://leginfo.legislature.ca.gov/faces/codes_displayText.xhtml?lawCode=GOV&division=1.&title=7.&part=&chap ter=5.&article=
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applied to local, regional, or state-level VMT reduction projects or actions. Like all VMT mitigation, substantial evidence would be necessary that the projects covered by the Bank would achieve expected VMT reductions and some form of monitoring may be required. This is more complicated than a simple exchange and requires more time and effort to set up and implement.

The verification of how much VMT reduction is associated with each dollar or credit and tracking mitigation completion are more difficult parts of the program.

The option that best fits the needs of Escondido currently is an exchange program. The City will serve as the facilitating entity and will be responsible for administering the program and verifying that the agreed upon exchange projects are completed.

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Project Identification
Selected projects in this program reflect the most recent development patterns in the area as well as the policy direction set in the City’s General Plan and other planning documents. All selected projects are estimated to result in a reduction in the number of vehicle trips in their area of influence or target population.

Following is a list of planning documents reviewed that assisted in developing the initial VMT exchange program project/program list:
• General Plan (2012)
• Climate Action Plan (2021)
• Bicycle Master Plan (2012)
• Capital Improvement Program (2021-2022)
• Downtown Specific Plan (2013)
• Village Specific Plan (2017)
• East Valley Specific Plan – Draft (2021)
• Escondido Creek Trail Master Plan (2012)
• El Caballo Park Master Plan (2014)
• Grape Day Park Master Plan – Draft (2015)
• North County Transit District Project List (2021)
• Caltrans North County Project List (2021)
Nexus Methodology
The purpose of the nexus analysis is to:
• Provide justification for creating the VMT exchange
program.
• Establish the relationship between the VMT
exchange program individual projects/programs and
the VMT reductions associated.

The VMT Exchange Program is a voluntary program that
provides VMT mitigation options to discretionary
development projects that have a significant transportation VMT impact. The individual exchange projects/programs
listed in this VMT Exchange Program reduce existing citywide VMT, offsetting a significant environmental impact due to the increase in VMT caused by a particular development
project. Therefore, there is a direct benefit to the
development project applicant utilizing the program to reduce the development project’s significant transportation VMT impact. In addition, the program offers opportunities to reduce VMT through DRAFT Resolution No. 2022-162
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encouragement of active transportation, transit use and other VMT reducing strategies near population centers, where they can serve the largest community benefit. Encouraging active transportation is also one of the legislative intents of SB 743.

The program establishes quantifiable benefits associated with VMT reduction strategies. There are several resources for determining the reduction in VMT associated with the individual projects/programs in this VMT Exchange Program. For this VMT Exchange Program, the VMT reduction for each individual project/program is calculated based on the California Air Pollution Control Officers (CAPCOA) 2021 Handbook for Analyzing Greenhouse Gas Emission Reduction, Assessing Climate Vulnerabilities, and Advancing Health and Equity (GHG Handbook). The GHG Handbook provides the most current collection of research and documentation on TDM effectiveness at reducing VMT. In addition, the program references research compiled for the first version of the CAPCOA GHG Handbook (Quantifying Greenhouse Gas Mitigation Measures, 2010).

This study is designed to provide the necessary technical analysis to support the estimated VMT reductions. Technical information provided should be maintained and reviewed periodically to ensure that it reflects current planning documents, new potential projects/programs, updated TDM research, and updates to the SANDAG Regional Travel Model. Selected output from the SANDAG Regional Travel Demand Model (Activity Based Model 2+, Base Year, Regional Plan Version) was used in the TDM effectiveness calculations.

During the periodic review process, City staff will administratively incorporate minor amendments to the exchange project list such as adding new bicycle, pedestrian, or transit exchange projects. Adding new programs (such as those described for future updates including a citywide commute trip reduction program or circulator shuttle service) are considered major amendments that would require City Council approval.

Funds collected for projects/programs identified in this VMT Exchange Program cannot be used for maintenance of existing facilities. All project/programs listed in this exchange program are additional to the roadway network; they do not exist today and are not contained in a funded improvement program.

Note that upgrading an existing facility beyond standard requirements is an eligible project of this VMT Exchange Program.

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VMT Exchange Program: Individual
Projects/Programs
This section provides a description of the VMT reducing project and program types included in this VMT Exchange Program. The projects are separated into two categories: Early Action and Future. Initially, only bicycle, pedestrian, and transit supportive infrastructure/capital projects will be available as part of this exchange program. Once the program is established and additional City staff resources are available, other types of VMT reduction programs (circulator shuttle, commute trip reduction programs, etc.) may be offered. A sample of these future projects/programs are discussed in the “Future Exchange Program Options” section of this document.

Process for Selecting an Exchange Project
The process for a developer to choose a project or program from the list is as follows:

1. Communicate with Development Services Staff that the development project has a significant transportation VMT impact, as indicated in the completed Scoping Agreement, and that the applicant would like to utilize the Exchange Program for full or partial mitigation of the impact.

2. Development Services Staff will discuss options with the applicant. The available VMT reducing projects from the Exchange will be reviewed and identified based on feasibility and considering the following priorities:
a. The exchange project is near the development project (within a ½ mile travel distance from the development project) and connects the project or existing community to an existing pedestrian, bicycle or transit corridor.
b. If an exchange project that meets priority (a) cannot be identified, identify an exchange project that facilitates bicycle or pedestrian access to a key destination (park, school, community center, shopping) within ½ mile travel distance from the development project.
c. If an exchange project that meets priorities (a) and (b) cannot be identified,, then expand the geography to citywide, first identifying an exchange project that connects existing communities to an existing pedestrian, bicycle or transit corridor and then expanding to an exchange project that facilitates bicycle or pedestrian access to a key destination (park, school, community center, shopping).

Implementation of an Exchange Project
VMT-reducing projects that an applicant voluntarily elects to implement would be adopted as mitigation measures in the CEQA environmental review document for the applicable project. The program would require that VMT-reducing projects be completed as a condition of project approval by the applicant before issuance of a building permit. Ongoing monitoring and tracking of the implementation of VMTDRAFT Resolution No. 2022-162 Exhibit "C"

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reducing projects would be included in the City’s annual climate action plan (CAP) implementation status report.

Early Action Exchange Program Projects
Table 1 provides the list of individual projects/programs, associated VMT reduction, and approximate construction costs for the early action exchange projects. Appendix A provides detailed calculation worksheets for each reduction strategy.

Pedestrian Network Projects

1. Increase Sidewalk Coverage
The objective of this measure is to increase access to surrounding land uses by providing new sidewalks, pedestrian bridges, and multi-use paths. A list of specific sidewalk project opportunities located near school areas and high activity pedestrian areas are identified and included in the Exchange Program.

Developers may select locations other than ones identified in this document; however, selected locations must be reviewed by the City Staff before applying VMT reductions to ensure that they are comparable to locations identified in this document and would result in increased pedestrian activity and meet the priority conditions stated above.

Note: While not a part of the VMT Exchange Program, development projects may take VMT reduction credit for construction of sidewalk along the project frontage (exterior edges of the project) if the new sidewalk fills a gap in the pedestrian network such that pedestrian connectivity is created. Sidewalks that are wholly contained within a development project (and therefore only serve the development project) are not eligible for VMT credit as part of the exchange program.

2. Improve Existing Pedestrian Infrastructure
The objective of this measure is to improve the existing pedestrian network through the implementation of measures that improve walking safety and quality that encourage people to walk instead of drive.

Such measures include installation of High-Visibility Crosswalks (HVC), pedestrian hybrid beacons, pedestrian signals, mid-block crosswalks, pedestrian refuge islands, speed tables, bulb-outs (curb extensions), curb ramps (at all corners of an intersection), roundabouts and mini-circles, pedestrian-only connections and districts, and planter strips with street trees (minimum 1 mile). Applicants must also demonstrate that the implementation of select measures will benefit a location that has existing pedestrian activity in consultation with City staff per the priority conditions stated above.

Applicants may propose pedestrian improvements other than the measures provided above, however, the applicant will need to demonstrate how the improvement encourages walking and may need to provide a VMT reduction study to justify the VMT reduction applied, if different from Table 1.

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Bicycle Network Improvements

3. Increase Bike Facility Coverage
The objective of this measure is to increase access to surrounding land uses by increasing the number bicycle facilities or quality of existing bicycle facilities. Applicants may select a location from the bicycle network gaps/opportunities identified in the 2012 Bicycle Master Plan or any other planning document (General Plan, Specific Plan, …)if the selected location is not already funded by a different source. The City may require the applicant to provide evidence on how the construction of the proposed bicycle facility will connect existing bicycle facilities or land use origins/destinations per the priorities established above such that the project would be anticipated to increase bicycling and thereby resulting in reducing VMT.

Note: While not a part of the VMT Exchange Program, development projects may take VMT reduction credit for construction of bike lanes along the project frontage (exterior edges of the project) if the new bike lanes fill a gap in the bicycle network such that bicycle connectivity is created. Bicycle facilities that are wholly contained within a development project (and therefore only serve the development project) are not eligible for VMT credit as part of the exchange program.

Transit Supportive Improvements

4. Upgrade Bus Stops
The objective of this measure is to improve the quality of bus service by providing bus shelter improvements such as lighting, transit route information, bicycle racks/lockers, benches, shelters or other improvements that help enhance the bus service user's comfort and experience. VMT reduction for such improvements should meet North County Transit District’s (NCTD’s) standards for providing a bus shelter (NCTD Bus Stop Development Handbook, March 20184) or receive approval from NCTD. The selected bus shelter locations shall be identified through consultation with City and NCTD Staff and/or selected from the locations included on NCTD’s priority list (to the extent that the list is available). 4 https://lfportal.nctd.org/weblink/0/edoc/118390/2018%20Bus%20Stop%20Development%20Handbook.pdf DRAFT Resolution No. 2022-162
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Table 1: VMT Exchange Program Early Action Project List # Project Unit Daily VMT
Reduction
Cost a
(Actual costs will
vary based on
site conditions)
Pedestrian Network Improvements

1. Increase Sidewalk Coverage

1.1 Rose Elementary: E. Lincoln Avenue between N. Rose Street and Thomas Way (North side) 850 feet 49 VMT $170,000

1.2 Rose Elementary: N. Rose Street between E. Lincoln Avenue and E. El Norte Parkway (East side) 1750 feet 101 VMT $349,000

1.3 Rincon Middle School: Conway Drive between Rincon Avenue and Lehner Avenue (Both side) 3800 feet 219 VMT $756,000

1.4 Rincon Middle School: N. Ash Street between Spur Court to the City Limits (Both sides) 2250 feet 130 VMT $448,000

1.5 Felicita Elementary: S. Redwood Street between 13th Avenue and 15th Avenue (West side) 700 feet 41 VMT $140,000

1.6 Felicita Elementary: S. Redwood Street between 15th and W.

Felicita Avenue (Both sides) 1150 feet 66 VMT $229,000

1.7 Felicita Elementary: 15th Avenue between Tulip Street and Centre City Parkway (Both sides) 2250 feet 130 VMT $448,000

1.8 Felicita Elementary: 13th Avenue between S. Redwood Street and South Quince Street (South sides) 400 feet 23 VMT $80,000

1.9 Hidden Valley Middle School: S. Citrus Avenue between La Ramada Lane and Patterson Road (East side) 950 feet 55 VMT $189,000

1.10 Farr Elementary: Farr Avenue between North Ash St and North Fig Str (North side) 1100 feet 64 VMT $219,000

1.11 Conway Elementary School: Sheridan Avenue between N. Ash Street and Fallsview Place (North sides) 950 feet 55 VMT $189,000

1.12 Escondido High School: Sheridan Avenue between Taft Street and N. Elm Street (Both sides) 2100 feet 121 VMT $418,000

1.13 Calvin Christian School: Vista Avenue between N. Ash Street and Bello Hills Lane (South side) 920 feet 53 VMT $183,000

1.14 N. Ash Street between Rincon Avenue and Madison Avenue Various 303 VMTper 1 mile of new sidewalk
$1,050,000
per 1 mile

1.15 Stanley Avenue between N. Broadway Street and Conway Street Various 303 VMTper 1 mile of new sidewalk
$1,050,000
per 1 mile
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Table 1: VMT Exchange Program Early Action Project List # Project Unit Daily VMT
Reduction
Cost a
(Actual costs will
vary based on
site conditions)

1.16 Other locations b Various 303 VMTper 1 mile of
new sidewalk
$1,050,000
per 1 mile

2. Improve Existing Pedestrian Infrastructure

2.1 Intersection High-Visibility Crosswalks (HVC)
2 legs striped
as HVC
30 VMT
$5,000-$10,000
4 legs striped
as HVC
60 VMT
3 legs striped
as HVC for Tintersection
45 VMT

2.2 Intersection Pedestrian Refuge Islands
2 Islands
30 VMT
$20,000-$60,000
4 islands
60 VMT
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Table 1: VMT Exchange Program Early Action Project List # Project Unit Daily VMT
Reduction
Cost a
(Actual costs will
vary based on
site conditions)
3 islands for TIntersection
45 VMT

2.3 Intersection Raised Crosswalk (If HVC are also installed, VMT reduction is NOT doubled)*
2 raised
crosswalks
30 VMT
(See 2.1 for
image)
$20,000-$60,000 4 raised
crosswalks
60 VMT
(See 2.1 for
image)
3 raised
crosswalks for
T-Intersection
45 VMT
(See 2.1 for
image)

2.4 Intersection Pedestrian Signal Upgrades (countdown pedestrian heads plus accessible pedestrian signals (APS))
1 Intersection
Upgrade (whole
intersection)
60 VMT per
intersection Varies

2.5 Install Intersection Curb Ramps (Directional Ramps Preferred). 1 Corner 8 VMT per
corner
improved
DRAFT
$10,000
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Table 1: VMT Exchange Program Early Action Project List # Project Unit Daily VMT
Reduction
Cost a
(Actual costs will
vary based on
site conditions)

2.6 Install Curb-Extensions (bulb-outs). 1 Intersection Approach
8 VMT per
intersection
approach. 32
VMT Max. Varies based on
location and
drainage
considerations

2.7 Upgrade Existing or Install New Mid-Block Crossing with HVC and Rapid Rectangular Flashing Beacons (RRFBs)/Pedestrian Hybrid Beacon (PHB) (or other pedestrian activated crossing signals) as determined appropriate by the City’s Crosswalk Policy 1 HVC MidBlock Crossing
with RRFB or
PHB
30 VMT per
mid-block
crossing with
RRFB or PHB
$30,000-$50,000

2.8 Mid-Block Crossing Pedestrian Refuge Island and other improvements as determined appropriate by the City’s Crosswalk Policy.
1 Island 30 VMT per unit $10,000-20,000

2.9 Mid-Block Crossing Raised Crosswalk and other improvements as determined appropriate by the City’s Crosswalk Policy 1 Raised
Crosswalk
DRAFT
30 VMT per unit $10,000-20,000
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Table 1: VMT Exchange Program Early Action Project List # Project Unit Daily VMT
Reduction
Cost a
(Actual costs will
vary based on
site conditions)

2.10 Traffic calming (traffic circles, speed tables, other speed reduction features) as identified in the City’s Traffic Management Toolbox5
Each device
30 VMT per
each device
(max 60 VMT
per block)
Varies

2.11 Other pedestrian improvements may be identified through consultation with City staff. 1 measure
30 VMT
per measure as
reviewed/
approved by
City Staff
Varies
by measure
Bicycle Network Improvements

3. Increase Bike Facility Coverage

3.1 New Class I or Class IV Bikeway 1 mile
(bi-directional) 107 VMT Varies

3.2 New Class II Bike Lane 1 mile
(bi-directional) 71 VMT
Varies

3.3 Upgrade Bicycle facility from (Class II to Class I or IV; Class III to Class I, II, or IV)
1 mile
(bi-directional) 36 VMT
Varies
Transit Supportive Improvements

4. Upgrade Bus Stops

4.1 Upgrade an Existing Bench Stop to Shelter Stop if all NCTD criteria are met). Upgrade must include all required amenities for shelter stops per the NCTD Bus Stop Development Book.
1 upgrade 50 VMT
$10,000-25,000
per shelter
5 https://www.escondido.org/Data/Sites/1/media/Engineering/TrafficManagementToolbox.pdf DRAFT Resolution No. 2022-162
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Table 1: VMT Exchange Program Early Action Project List # Project Unit Daily VMT
Reduction
Cost a
(Actual costs will
vary based on
site conditions)
a. Cost associated to each improvement is estimated based on historical data and previous projects that Fehr and Peers has conducted around the San Diego Region. Actual costs will vary based on site specific conditions. b. Selected location must be reviewed by City staff to ensure that VMT benefits are comparable to similar locations identified by the City.

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Future Exchange Program Options
The following provides a summary of additional TDM-type programs/projects that the City could consider integrating into the exchange program based on demand for exchange projects and as time/resources are available. Including these items into the exchange program will require additional evaluation to determine the implementation logistics and to develop the mechanism for the City to collect and ensure long-term funding for these purposes.

Table 2 summarizes possible programs/projects to include in the exchange program with initial estimates of VMT reduction and cost of these options.

Trip Reduction Marketing

1. Implement Trip Reduction Marketing (Future)
The objective of this measure is to fund programs that aim to reduce VMT and GHG emissions through education and marketing of trip reduction strategies. Following is a selection of example programs that could apply to the City of Escondido:
• Marketing programs (e.g. Escondido Transport Options campaign) focusing on educating and informing commuters on the benefits of alternative travel options (carpooling, transit, walking, biking, …).
• Programs that provide information on commuting resources through digital/online platforms (e.g.

Install strategically located kiosks with information on commute alternatives or/and use wayfinding applications or newsletters to share commute information). • Periodic regional events that promote and encourage commute alternatives to driving alone, such as Bike to Work Month, Dump the Pump, Rideshare Week, Walk and Bike to School Day, and other similar events.

Applicants would provide general funding to the City for the administration and management of trip reduction marketing to City residents and employees.

2. Fund City Employee Trip Reduction Program (Future)
The City could administer and manage a trip reduction program specifically designed to reduce driving by city staff. Applicants would provide general funding to the City for the program. The program could include ride-share matching, free-ride-home programs, commute trip planning services, commute “gamification6”/incentives for not driving, etc. Public Transit/Shuttle Improvement 6 Gamification is the application of typical elements of game playing (e.g. point scoring, competition with others, rules of play) to other areas of activity, typically as a technique to encourage participation.

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3. Downtown Escondido On-Demand Shuttle (Future)
The objective of this measure is to provide funding for the upfront capital investment and continued operation of a Downtown Escondido on-demand shuttle. The service could provide zero-emission electric vehicles for on-demand free rides around the downtown area. Beyond an initial capital investment, the program requires continuous funding per month to stay operational.

Table 2: VMT Exchange Program Future Programs
# Project Unit Daily VMT
Reduction Estimated Cost
Trip Reduction Marketing

1. Implement Trip Reduction Marketing

1.1 Fund marketing programs (e.g. Escondido Transport Options campaign) that focuses on educating and informing commuters on alternative travel options (carpooling, transit, walking, biking, …).

Employee
(1-year
program –
funding for 30
years7)
Varies
$3,450 per VMT a
$115 per VMT per
year

1.2 Fund programs that provide information on commuting resources though digital/online platforms (e.g. Install strategically located kiosks with information on commute alternatives or/and use way finding applications or newsletters to share commute
information).

Employee
(1-year
program –
funding for 30
years)
Varies
$3,450 per VMT a
$115 per VMT per
year

1.3 Fund annual regional events that promote and encourage commute alternatives to driving alone such as Bike to Work Month, Dump the Pump, Rideshare Week, Walk and Bike to
School Day, and other similar events.

Employee
(1-year
program –
funding for 30
years)
Varies
$3,450 per VMT a
$115 per VMT per
year

2. Fund City Employee Trip Reduction Program

2.1 Fund programs that incentivize City employees to commute using alternative modes of transportation.

Employee
(1-year
program –
funding for 30
years)
Varies
$3,450 per VMT a
$115 per VMT per
year
Shuttle Improvement

3. Downtown Escondido On-Demand Shuttle

3.1 Fund a program that increase access within downtown are during peak commute hours through implementation of intra-city shuttles that run within the downtown area c
minimum
2 shuttles
for 1 month –
funding for 1
year
Varies (Each
shuttle reduces
26 daily VMT)
$4,900 per shuttle
per month b
($4,524 per VMT)
7 30 years was used as a timeframe because it is a common planning horizon and commonly used in CEQA mitigation and monitoring programs for monitoring mitigation measures.

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Table 2: VMT Exchange Program Future Programs
# Project Unit Daily VMT
Reduction Estimated Cost
a. City of Escondido has approximately 700 staff and employees. Assuming one support staff to run the program ($75,000 salary + benefits) and average of $50 per employee marketing material, the city would require funding of approximately $110,000 to operate the program each year, which results in (700 x 1.37 VMT reduction per employee) 959 daily VMT reduction. Average cost to reduce 1 daily VMT is calculated at $115 for 1 year. For a 30-year program, the cost is $3,450 ($115*30 years).
b. According to a 2019 article on the San Diego Union-Tribune ([update]), City of San Diego operates a 22 all-electric vehicle service (FRED) that moves people around the San Diego downtown area for free, the service was reported to move an average of 17,500 passengers per month (27 passengers served per day per shuttle). The average cost of operation is also reported at $6 per passenger or $4,900 per month per shuttle (27 passengers*$6/day*30days).

According to SANDAG Regional Model, trips that occur within Escondido downtown area have an average length of approximately 0.5 mile per trip. Assuming that trips occur by single-occupant vehicles, 26 VMT translates to 52 individual passengers that could be served by minimum 2 shuttles. This results in a cost of $4,900 per month reducing 13 daily VMT per shuttle = $377/month to reduce 1 daily VMT. If the program requires funding the shuttle for 1 year, the cost is $4,524 per VMT ($377*12 months per year).

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Using the Exchange Program
This section provides instructions to applicants on utilizing the VMT Exchange program, defined variables necessary to perform the calculations, and provides a sample calculation.

Process for Using the Exchange Program

1. Perform
Transportation VMT
Analysis
• Determine VMT/capita, VMT/Employee, or Total VMT (depending on project type). • Perform impact analsyis to determine if there is a significant VMT impact. If there is an impact, move to Step 2.

2. Apply On-Site
Mitigation Measures
• Identify any on-site mitigation measures through consultation with City staff. • Calculate their effectiveness at reducing the project's VMT. • If after applying on-site measures there is still a significant impact, move to Step 3.

3. Calculate amount
of VMT needed to
reduce the impact.
• For residential and employment projects that use an efficiency metric (i.e. VMT/capita or VMT/employee), a calculation must be performed to determine how much total VMT reduction would be needed to meet the VMT threshold.
• To calculate the amount of VMT reduction needed, use standard persons per household and standard number of employees as defined in the section below. Multiply the project VMT/capita or VMT/employee by the standard to get a total VMT value. Multipy the threshold by the same standard to get the total VMT needed to meet the threshold. The difference in these two values is the amount of VMT reduction needed to elminate the VMT impact. • For a project that uses "total VMT" as the threshold, any amount of total VMT above existing VMT needs to be reduced.
• Move to Step 4.

4. Choose VMT
Exchange
Projects/Programs
•Select projects or programs from the VMT Exchange, Table 1 that total the amount of VMT needed to reduce the project impact (or that reduce the impact to the extent feasible).

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Standard Household Size and Number of Employees
The following standard values will be applicable to all projects utilizing the VMT Exchange Program. The values will be reviewed and updated periodically.

Standard Household Size
The average household size in Escondido as reported in the City’s 2021-2029 Housing Element (March 2021) is 3.21 persons per household (US Census Bureau American Community Survey 2014-2018). For purposes of the VMT Exchange Program, the average number of bedrooms per household is two (2).

Therefore, the average number of people per bedroom is 1.6. The following persons per household should be applied to perform the VMT reduction needed calculation in Step 3:
• Studio: 1.0 persons per unit
• Single/Multi-Family Residences: 1.6 persons per bedroom or 3.2 persons per unit – whichever results in a lower population.

Standard Number of Employees by Employment Use
SANDAG uses a standard number of employees per square foot of employment use, provided by use. For purposes of calculating expected number of employees for purposes of applying the VMT Exchange Program, the SANDAG data will be used. A sample of commonly used employment types is provided below (see Attachment B for a comprehensive list of employment uses):
• Hotel (Low-Rise): 1,600 square feet per employee
• Light Industrial: 600 square feet per employee
• Low Rise Office (less than or equal to 100,000SF): 450 square feet per employee Sample Calculation
The following provides a sample
DRAFT
calculation for using the VMT Exchange Program
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1. Perfrom
Transportation VMT
Analysis
• Sample Project: 80 residential units, VMT/capita is 19.5 and the VMT threshold is 16.2 VMT/capita.
• The project VMT>threshold; therefore, the project has a significant impact.

2. Apply On-Site
Mitigation Measures
• Project identified on-site mitigation measures that reduces the VMT by 7.2%.
• Applying the 7.2% reduction results in a mitigated VMT/capita of

18.1. • The mitigated VMT/Capita>threshold; therefore, the project still has a significant impact.

3. Calculate amount
of VMT needed to
reduce the impact.
• The expected project population is: 80 units*3.2 people per unit = 256
• 256 people * 18.1 VMT/capita = 4,634 VMT
• 256 people * 16.2 VMT/capita threshold = 4,147 VMT to meet threshold
• Difference: 4,634-4,147 = 487 VMT needed to achive full mitigation

4. Choose VMT
Exchange
Projects/Programs
• Select items from the VMT exchange that total 487 VMT • 1 mile of sidewalk: 303 VMT
• 2 bus stop upgrades: 100 VMT
• 1 mid-block crosswalk: 30 VMT
• Install curb ramps on 4 corners of an intersection: 60 VMT • TOTAL: 493 VMT > 487 VMT - full mitigation achieved
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Appendix A
VMT Reduction Calculations
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Early Action Exchange Program Projects
Pedestrian Network Improvements

1. Increase sidewalk coverage
Source:
 Handbook for Analyzing Greenhouse Gas Emission Reduction, Assessing Climate Vulnerabilities, and Advancing Health and Equity (GHG Handbook), 2021, Measure T-18 A = �
C
B − 1� × D = �

15.5 mile

14.5 mile − 1� × −0.05 ≈ −0.34%
Parameter Quantity
A Percent reduction of VMT (Max allowed = 6.4%)
B Average sidewalk length in 0.6-mile radius in the City of Escondido1 14.5 mile C Average sidewalk length in 0.6-mile radius in the City of Escondido + 1-mile new sidewalk

15.5 mile
D The elasticity of VMT with respect to the ratio of sidewalks-to-streets -0.05

1. The City of Escondido maintains approximately 300 miles of streets. Assuming roughly 80% of the streets have sidewalks on both sides, total sidewalks are estimated at 300 X 2-side X 80% = 480 miles of sidewalks. The City of Escondido has a land area of 37.34 square miles of land. It is estimated that Escondido has an approximate density of (480 miles of sidewalk / 37.34 square miles of land =) 12.85 miles of sidewalk per square mile of land. The GHG handbook recommends a study area of a 0.6-mile radius (1.13 square miles) to calculate VMT reduction achieved from increasing sidewalk coverage. A study area is estimated to have an average of (1.13 square miles x 12.85 miles of sidewalks / square mile of land =) 14.5 miles of sidewalk.

Walking is typically an alternative for short trips and may not replace trips that are longer than 1 mile. The reduction is applied only on the VMT generated from all trips that start and end in the City of Escondido and the trip length is shorter than 1 mile. The average VMT reduction per mile of new sidewalks is calculated as below:

Total VMT in Escondido from Trips that are < 1 mile (per SANDAG ABM2+ Model 2016 Base Year) = 89,090
Average VMT reduction = A × Total VMT = 0.34% × 89,090 VMT = 303 VMT reduced 1 𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚 𝑜𝑜𝑜𝑜 𝑛𝑛 𝑛𝑛 𝑠𝑠 𝑠𝑠 𝑠𝑠 𝑠𝑠
The purpose of this calculation is to create the average amount of VMT reduced by adding one mile of sidewalk within Escondido. This calculation uses Escondido specific assumptions about sidewalk density, sidewalk coverage, and VMT within Escondido (for only trips that are less than 1 mile long). The total VMT from trips that start and end in Escondido that are less than 1 mile long is sourced from the SANDAG AMB 2+ Regional Travel Demand Model for the 2016 base year. In addition, only VMT associated with trips that are shorter than 1 mile are included because adding sidewalks will primarily affect shorter trips.

In other words, converting a car trip to a walking trip will only be possible for short car trips.

The GHG Handbook, Measure T-18 information is provided on the following pages for reference.

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TRANSPORTATION | 133
T-18. Provide Pedestrian Network Improvement
GHG Mitigation Potential
Up to 6.4% of GHG
emissions from vehicle travel
in the plan/community
Co-Benefits (icon key on pg. 34)
Climate Resilience
Improving pedestrian networks increases
accessibility of outdoor spaces, which can
provide health benefits and thus improve
community resilience. This can also improve
connectivity between residents and
resources that may be needed in an
extreme weather event.

Health and Equity Considerations
Ensure that the improvements also include
accessibility features to allow for people of
all abilities to use the network safely and
conveniently. Ensure that sidewalks connect
to nearby community assets, such as
schools, retail, and healthcare.

Measure Description
This measure will increase the sidewalk coverage to improve pedestrian access. Providing sidewalks and an enhanced
pedestrian network encourages people to walk instead of drive.

This mode shift results in a reduction in VMT and GHG emissions.

Subsector
Neighborhood Design
Locational Context
Urban, suburban, rural
Scale of Application
Plan/Community
Implementation Requirements
The GHG reduction of this measure is based on the VMT reduction associated with expansion of sidewalk coverage expansion, which includes not only building of new sidewalks but also improving degraded or substandard sidewalk (e.g., damaged from street tree roots). However, pedestrian network enhancements with nonquantifiable GHG reductions are encouraged to be implemented, as discussed under Expanded Mitigation Options.

Cost Considerations
Depending on the improvement, capital and infrastructure costs may be high. However, improvements to the pedestrian network will increase pedestrian activity, which can increase businesses patronage and provide a local economic benefit. The local municipality may achieve cost savings through a reduction of cars on the road leading to lower infrastructure and roadway maintenance costs.

Expanded Mitigation Options
When improving sidewalks, a best practice is to ensure they are contiguous and link externally with existing and planned pedestrian facilities. Barriers to pedestrian access and interconnectivity, such as walls, landscaping buffers, slopes, and unprotected crossings should be minimized. Other best practice features could include high-visibility crosswalks, pedestrian hybrid beacons, and other pedestrian signals, mid-block crossing walks, pedestrian refuge islands, speed tables, bulb-outs (curb extensions), curb ramps, signage, pavement markings, pedestrianonly connections and districts, landscaping, and other improvements to pedestrian safety (see Measure T-35, Provide Traffic Calming Measures).

6.4%
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T-18. Provide Pedestrian Network Improvement TRANSPORTATION | 134 GHG Reduction Formula
A = (
C
B
− 1) × D
GHG Calculation Variables
ID Variable Value Unit Source
Output
A Percent reduction in GHG emissions from
household vehicle travel in plan/community
0–6.4 % calculated
User Inputs
B Existing sidewalk length in study area [ ] miles user input C Sidewalk length in study area with measure [ ] miles user input Constants, Assumptions, and Available Defaults
D Elasticity of household VMT with respect to the
ratio of sidewalks-to-streets
-0.05 unitless Frank et al.
2011
Further explanation of key variables:
▪ (B and C) – Sidewalk length should be measured on both sides of the street. For example, if one 0.5-mile-long street has full sidewalk coverage, the sidewalk length would be 1.0 mile. If there is only sidewalk on one side of the street, the sidewalk length would be 0.5 mile. The recommended study area is 0.6 mile around the pedestrian network improvement. This represents a 6- to 10-minute walking time. ▪ (D) – A study found that a 0.05 percent decrease in household vehicle travel occurs for every 1 percent increase in the sidewalk-to-street ratio (Frank et al. 2011; Handy et al. 2014).

GHG Calculation Caps or Maximums
Measure Maximum
(Amax) The percent reduction in GHG emissions (A) is capped at 3.4 percent, which is based on the following assumptions:
▪ 35.2 percent of vehicle trips are short trips (2 mile or less, average of 1.29 miles) and thus could easily shift to walking (FHWA 2019).
▪ 64.8 percent of vehicle trips are longer trips that are unlikely to shift to walking (2 miles or more, average of 10.93 miles) (FHWA 2019).
▪ So Amax=

35.2% × 1.29 miles

64.8% × 10.93 miles = 6.4%
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T-18. Provide Pedestrian Network Improvement TRANSPORTATION | 135 Subsector Maximum
( ∑ AmaxT-18 through T-22-C ≤10%) This measure is in the Neighborhood Design subsector. This subcategory includes Measures T-18 through T-22-C. The VMT reduction from the combined implementation of all measures within this subsector is capped at 10 percent.

Example GHG Reduction Quantification
The user reduces household VMT by improving the pedestrian network in the study area. In this example, the existing sidewalk length (B) is 9 miles, and the sidewalk length with the measure (C) would be 10 miles. With these conditions, the user would reduce GHG emissions from household VMT within the study area by 0.6 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 household VMT would be the same as the percent reduction in GHG emissions (A).

Improved Public Health
Users are directed to the Integrated Transport and Health Impact Model (ITHIM) (CARB et al. 2020). The ITHIM can quantify the annual change in health outcomes associated with active transportation, including deaths, years of life lost, years of living with disability, and incidence of community and individual disease.

Sources
▪ California Air Resources Board (CARB), California Department of Public Health (CDPH), and Nicholas Linesch Legacy Fund. 2020. Integrated Transport and Health Impact Model. Available:
https://skylab.cdph.ca.gov/HealthyMobilityOptionTool-ITHIM/#Home. Accessed: September 17, 2021. ▪ Federal Highway Administration (FHWA). 2019. 2017 National Household Travel Survey Popular Vehicle Trip Statistics. Available: https://nhts.ornl.gov/vehicle-trips. Accessed: January 2021.

A = (
10 miles
9 miles − 1) × -0.05 = -0.6%
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T-18. Provide Pedestrian Network Improvement TRANSPORTATION | 136 ▪ Frank, L., M. Greenwald, S. Kavage, and A. Devlin. 2011. An Assessment of Urban Form and Pedestrian and Transit Improvements as an Integrated GHG Reduction Strategy. WSDOT Research Report WA-RD 765.1, Washington State Department of Transportation. April. Available:
www.wsdot.wa.gov/research/reports/fullreports/765.1.pdf. Accessed: January 2021. ▪ Handy, S., S. Glan-Claudia, and M. Boarnet. 2014. Impacts of Pedestrian Strategies on Passenger Vehicle Use and Greenhouse Gas Emissions: Policy Brief. September. Available:
https://ww2.arb.ca.gov/sites/default/files/2020-
06/Impacts_of_Pedestrian_Strategies_on_Passenger_Vehicle_Use_and_Greenhouse_Gas_Emissions_P olicy_Brief.pdf. Accessed: January 2021.

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Pedestrian Network Improvements

2. Improve existing pedestrian infrastructure
The GHG Handbook does not provide a quantitative approach for determining the VMT reduction associated with pedestrian improvements or traffic calming. However, the GHG Handbook does document that (GHG Handbook, page 133):

Additionally, GHG Handbook Measure T-35 Provide Traffic Calming also describes improving the bicycle and pedestrian experience by reducing travel speeds, encouraging walking and biking. The measure is described as follows (GHG Handbook, page 53):

As noted in the GHG Handbook, the improvements are intended to improve pedestrian experience and safety to encourage more people to choose walking instead of driving for nearby destinations. The previous version of the CAPCOA GHG Handbook did provide some limited research about the amount of VMT reduction associated with pedestrian improvements and traffic calming features. However, since the research was limited and not geographically diverse, the update GHG Handbook does not offer specific VMT quantification of these measures.

An engineering/planning judgement estimate was made assuming the number of new walking trips that would result daily from these types of improvements. The improvements are estimated to convert up to DRAFT Resolution No. 2022-162
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25 short vehicle trips to walking trips per day. The average walking trip length is 0.6 miles one-way (based on the GHG Handbook) or 1.2 miles round-trip. Therefore, 25 additional walking trips reduces VMT by 1.2 miles *25 walking trips = 30 VMT per one pedestrian improvement.

In addition, planning/engineering judgement was used to establish what constitutes “one pedestrian improvement.” For improvements at intersections, (such as enhancing the crosswalks, adding raised crosswalks, or installing median refuse islands) features that improve access for a walking desire line across two intersection legs is considered an improvement. This is logical because if you are walking and need to access the opposite corner of the intersection you would need to cross two legs of the intersection to continue to your desired destination. Therefore, to be inclusive of all walking desire lines the improvements should upgrade the pedestrian conditions on least two intersection legs to be considered one pedestrian improvement.

For mid-block locations, a single crossing provides access to all pedestrian desire lines; therefore, upgrading the mid-block location results in the same VMT reduction benefit as upgrading two legs of an intersection.

Curb ramp installation also encourages pedestrian activity for people who use mobility devices, have limited mobility, and for people who are pushing strollers, wagons, etc. Most intersections in Escondido have curb ramps; however, some intersections have incomplete (not all corners have them) or completely missing ramps. To offer flexibility and achieve the benefit of having curb ramps installed, the 30 VMT reduction per improvement was divided by four (4) to reflect a typical four-corner intersection (30/4=7.5, rounded to the nearest whole number = 8). Also note that directional curb ramps are preferred in Escondido, which results in two curb ramps per intersection corner. The 8 VMT reduced is “per corner” not “per ramp.”
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Bicycle Network Improvements

3. Increase bike facility coverage
Source:
 Handbook for Analyzing Greenhouse Gas Emission Reduction, Assessing Climate Vulnerabilities, and Advancing Health and Equity, 2021, Measure T-19-A
A = −B × �
F
I × (C + D) × Ei × G
H �
Parameter Quantity
A Percent reduction of VMT (Max allowed = 0.8%)
B Percent of plan/community VMT on parallel roadway 100% C Active transportation adjustment factor
(Assumptions: average ADT = 12k-24k, facility length = 1 mile)

0.0014
D Credit for key destinations near project
(Assumptions: number of key destinations within 0.5 mile = 3

0.0005
E1 Growth factor adjustment for facility type (New Class I or Class IV bikeway) 1.54 E2 Growth factor adjustment for facility type (New Class II bike lane) 1.00 E3 Growth factor adjustment for facility type (Convert Class II to IV) 0.54 F Annual days of use of new facility (San Diego) 323
G Existing regional average one-way bicycle trip length (mile – San Diego) 2.0 H Existing regional average one-way vehicle trip length (mile – San Diego) 19.1 I Days per year 365
VMT reduction per mile of bike facility is estimated in the following table per facility type. The reduction is applied only on the VMT generated from all trips that start and end in the City of Escondido and the trip length is shorter than 3 miles.

Facility Type
E1 E2 E3
Percent reduction of VMT (A) 0.03% 0.02% 0.01%
VMT reduction per mile of bike facility
(A X Total VMT)
107 VMT 71 VMT 36 VMT
Bicycling is typically an alternative for short trips and may not replace trips that are longer than 3 miles.

The reduction is applied only on the VMT generated from all trips that start and end in the City of Escondido and the trip length is shorter than 3 miles. The average VMT reduction per mile of bicycle facility is calculated as below:

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Total VMT in Escondido from Trips that are < 3 mile (per SANDAG ABM2+ Model 2016 Base Year) = 355,000 VMT
Average VMT reduction = A × Total VMT = .03% × 355,000 VMT = 107 VMT reduced 1 𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚 𝑜𝑜𝑜𝑜 𝑛𝑛 𝑛𝑛 𝑐𝑐 𝐼𝐼 𝑜𝑜𝑜𝑜 𝐼𝐼𝐼𝐼 𝑏𝑏 𝑏𝑏
Average VMT reduction = A × Total VMT = .02% × 355,000 VMT = 71 VMT reduced 1 𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚 𝑜𝑜𝑜𝑜 𝑛𝑛 𝑛𝑛 𝑐𝑐 𝐼𝐼𝐼𝐼 𝑏𝑏 𝑏𝑏
Average VMT reduction = A × Total VMT = .01% × 355,000 VMT = 36 VMT
1 𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚 𝑜𝑜𝑜𝑜 𝑐𝑐 𝑐𝑐 𝑐𝑐 𝑐𝑐 𝐼𝐼𝐼𝐼 𝑐𝑐 𝐼𝐼 𝑜𝑜𝑜𝑜 𝐼𝐼𝐼𝐼 𝑏𝑏 𝑏𝑏
The purpose of this calculation is to create the average amount of VMT reduced by adding one mile of bikeway (or converting 1 mile of bike lanes to bike path or cycle track) within Escondido. This calculation uses Escondido specific assumptions about VMT within Escondido (for only trips that are less than 3 miles long). The total VMT from trips that start and end in Escondido that are less than 3 miles long is sourced from the SANDAG AMB 2+ Regional Travel Demand Model for the 2016 base year. Only VMT associated with trips that are shorter than 3 miles are included because adding bikeways will primarily affect shorter trips. In other words, converting a car trip to a bicycling trip will only be possible for short car trips.

The GHG Handbook, Measure T-19A information is provided on the following pages for reference.

DRAFT Resolution No. 2022-162
Exhibit "C"

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TRANSPORTATION | 137
T-19-A. Construct or Improve Bike Facility
GHG Mitigation Potential
Up to 0.8% of GHG
emissions from vehicles
parallel roadways
Co-Benefits (icon key on pg. 34)
Climate Resilience
Constructing and improving bike facilities
can incentivize more bicycle use and
decrease vehicle use, which have health
benefits and can thus improve community
resilience. This can also improve connectivity
between residents and resources that may
be needed in an extreme weather event.

Health and Equity Considerations
Prioritize low-income and underserved areas
and communities with lower rates of vehicle
ownership or fewer transit options. Make
sure that the bicycle facility connects to a
larger existing bikeway network that
accesses destinations visited by low-income
or underserved communities.

Measure Description
This measure will construct or improve a single bicycle lane facility (only Class I, II, or IV) that connects to a larger existing bikeway network. Providing bicycle infrastructure helps to improve biking conditions within an area. This encourages a mode shift on the roadway parallel to the bicycle facility from vehicles to bicycles, displacing VMT and thus reducing GHG emissions. When constructing or improving a bicycle facility, a best practice is to consider local or state bike lane width standards. A variation of this measure is provided as T-19-B, Construct or Improve Bike Boulevard.

Subsector
Neighborhood Design
Locational Context
Urban, suburban
Scale of Application
Plan/Community. This measure reduces VMT on the roadway segment parallel to the bicycle facility (i.e., the corridor). An adjustment factor is included in the formula to scale the VMT reduction from the corridor level to the plan/community level.

Implementation Requirements
The bicycle lane facility must be either Class I, II, or IV. Class I bike paths are physically separated from motor vehicle traffic. Class IV bikeways are protected on-street bikeways, also called cycle tracks.

Class II bike lanes are striped bicycle lanes that provide exclusive use to bicycles on a roadway.

Cost Considerations
Capital and infrastructure costs for new bike facilities may be high.

The local municipality may achieve cost savings through a reduction of cars on the road leading to lower infrastructure and roadway maintenance costs.

Expanded Mitigation Options
Implement alongside Measures T-22-A, T-22-B, and/or T-22-C to ensure that micromobility users can ride safely along bicycle lane facilities and not have to ride along pedestrian infrastructure, which is a risk to pedestrian safety.

0.8%
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T-19-A. Construct or Improve Bike Facility TRANSPORTATION | 138 GHG Reduction Formula
A = -B ×
F
I
× (C + D) × E × G
H
GHG Calculation Variables
ID Variable Value Unit Source
Output
A Percent reduction in GHG emissions from
displaced vehicles on roadway parallel to
bicycle facility
0–0.8 % calculated
User Inputs
B Percent of plan/community VMT on parallel
roadway
0–100 % user input
C Active transportation adjustment factor Table T-19.1 unitless CARB 2020 D Credits for key destinations near project Table T-19.2 unitless CARB 2020 E Growth factor adjustment for facility type Table T-19.3 unitless CARB 2020 Constants, Assumptions, and Available Defaults
F Annual days of use of new facility Table T-19.4 days per year NOAA 2017 G Existing regional average one-way bicycle
trip length
Table T-10.1 miles per trip FHWA 2017
H Existing regional average one-way vehicle
trip length
Table T-10.1 miles per trip FHWA 2017
I Days per year 365 days per year standard
Further explanation of key variables:
▪ (B) – The percent of total plan/community VMT within the roadway parallel to the bike facility should represent the expected total VMT generated by all land use in that area, including office, residences, retail, schools, and other uses. The most appropriate source for this data is from a local travel demand forecasting model. An alternate method uses VMT per worker or VMT per resident as calculated for SB 743 compliance and screening purposes multiplied by the population in the area.
▪ (C, D, and E) – The active transportation adjustment factor, key destination credit, and growth factor adjustment should be looked up by the user in Tables T-19.1 through T19.3 in Appendix C. The active transport adjustment factor is based on the existing annual average daily traffic (AADT) of the facility, length of the proposed bike facility, and the city population. The key destination credit is based on the number of key destinations within 0.5-mile of the facility. The growth factor is based on the type of proposed bicycle facility.
▪ (F) – The annual days of use for the new facility should be looked up by users in Table T19.4 based on the county in which the project is located. The days of use is based on the number of days per year where there is no rainfall (i.e., <=0.1 inches) (NOAA 2017).

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T-19-A. Construct or Improve Bike Facility TRANSPORTATION | 139 ▪ (G and H) – Ideally, the user will calculate bicycle and vehicle trip lengths for the corridor at a scale no larger than the surrounding census tract. Potential data sources include the U.S. Census, California Household Travel Survey (preferred), or local survey efforts. If the user is not able to provide a project-specific value using one of these data sources, they have the option to input regional average one-way bicycle and vehicle trip lengths for one of the six most populated CBSAs in California provided in Table T-10.1 in Appendix C (FHWA 2017).

GHG Calculation Caps or Maximums
Measure Maximum
(Amax) For projects that use CBSA data from Table T-10.1 in Appendix C, the maximum percent reduction in GHG emissions (A) is 0.8 percent. This is based on a neighborhood project the size of a large corridor (B = 100%) within the CBSA of Sacramento-RosevilleArden-Arcade that uses the highest values for (C, D, and E) in Tables T-19.1 through T19.3 and annual use days for Sacramento County (F) in Table T-19.4. This maximum scenario is presented in the below example quantification. (Cmax) The active transportation adjustment factor (C) was determined for roadways with AADT ranging from 1 to 30,000 (CARB 2020). Roadways with AADT greater than 30,000 are generally not appropriate for bicycle facilities. Care should be taken by the user in interpreting the results from this equation for a project roadway with AADT greater than 30,000.

Subsector Maximum
( ∑ AmaxT-18 through T-22-C ≤10%) This measure is in the Neighborhood Design subsector. This subcategory includes Measures T-18 through T-22-C. The VMT reduction from the combined implementation of all measures within this subsector is capped at 10 percent.

Example GHG Reduction Quantification
The user reduces VMT by constructing a bicycle facility that displaces vehicle trips with bicycle trips. In this example, the following assumptions are made to obtain inputs from Tables T-19.1 through T-19.3 in Appendix C:
▪ Percent of plan/community VMT on parallel roadway (B) = 100%. The project would establish a bike corridor the whole length of a central commercial thoroughfare. It is assumed this main street makes up the entire neighborhood. ▪ Active transportation adjustment factor (C) = 0.0207. Existing AADT on the roadway parallel to the proposed bicycle facility is 10,000, the facility length is 2.5 miles, and the project site is in a university town with a population of 200,000. ▪ Key destination credit (D) = 0.003. There are 10 key destinations within 0.25 mile of the project site.
▪ Growth factor adjustment (E) = 1.54. The bike facility would be a new Class IV bikeway.

DRAFT Resolution No. 2022-162
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T-19-A. Construct or Improve Bike Facility TRANSPORTATION | 140 The project is within the Sacramento-Roseville-Arden-Arcade CBSA and the user does not have project-specific values for average bicycle and vehicle trip lengths. Accordingly, the inputs of 2.9 miles and 10.9 miles, respectively (G and H), from Table T-10.1 in Appendix C are assumed. The user would displace GHG emissions from project study area VMT by 0.8 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).

Improved Public Health
Users are directed to the ITHIM (CARB et al. 2020). The ITHIM can quantify the annual change in health outcomes associated with active transportation, including deaths, years of life lost, years of living with disability, and incidence of community and individual disease.

Sources
▪ California Air Resources Board (CARB). 2020. Quantification Methodology for the Strategic Growth Council’s Affordable Housing and Sustainable Communities Program. September. Available:
https://ww2.arb.ca.gov/sites/default/files/classic/cc/capandtrade/auctionproceeds/draft_sgc_ahsc_q m_091620.pdf. Accessed: January 2021.
▪ California Air Resources Board (CARB), California Department of Public Health (CDPH), and Nicholas Linesch Legacy Fund. 2020. Integrated Transport and Health Impact Model. Available:
https://skylab.cdph.ca.gov/HealthyMobilityOptionTool-ITHIM/#Home. Accessed: September 17, 2021. ▪ Federal Highway Administration (FHWA). 2017. National Household Travel Survey–2017 Table Designer. Travel Day PT by TRPTRANS by HH_CBSA. Available: https://nhts.ornl.gov/. Accessed:

January 2021.

A = -100% × (
307 days
365 days × (0.0207 + 0.003) × 1.54 × 2.9 miles

10.9 miles ) = -0.8%
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T-19-A. Construct or Improve Bike Facility TRANSPORTATION | 141 ▪ National Oceanic and Atmospheric Administration (NOAA). 2021. Global Historical Climatology Network–Daily (GHCN-Daily), Version 3. 2015-2019 Average of Days Per Year with Precipitation >0.1 Inches. Available: https://www.ncei.noaa.gov/access/search/data-search/dailysummaries?bbox=38.922,-120.071,38.338,- 119.547&place=County:1276&dataTypes=PRCP&startDate=2015-01- 01T00:00:00&endDate=2019-01-01T23:59:59. Accessed: May 2021.

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Transit Supportive Improvements

4. Upgrade Bus Stops
The GHG Handbook does not provide a quantitative approach for determining the VMT reduction associated with bus stop improvements. However, the GHG Handbook does include an qualitative measure documenting that improving bus stop locations enhances users’ experience and can lead to increased ridership (GHG Handbook, page 55):

A nominal reduction of 50 VMT per bus shelter upgrade is assumed to be achieved from this improvement. The average vehicle trip length in Escondido is 6.1 miles one-way (or 12.2 miles round trip), based on the base year (2016) ABM2+ SANDAG Model. A planning/engineering judgement assumption is applied assuming that upgrading a bus stop to provide a bus shelter (and required amenities) would encourage approximately 4-5 additional bus riders per day, it would result in a reduction of 49-61 VMT (12.2*4=49 and 12.2*5=61). 50 VMT was selected as a conservative assumption.

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FUTURE PROGRAMS
The following summarizes the estimated effectiveness of several programs that may be considered in the future for inclusion into the VMT Exchange program.

Trip Reduction Marketing

1. Implement trip reduction marketing
Source:
 Handbook for Analyzing Greenhouse Gas Emission Reduction, Assessing Climate Vulnerabilities, and Advancing Health and Equity, 2021, Measure T-7
A = B × C × D = 1 × 0.04 × 1 = −4%
Parameter Quantity
A Percent reduction in GHG emissions from project/site employee commute VMT (Max allowed = 4%)
-4%
B Percent of employees eligible for program1 100%
C Percent reduction in employee commute vehicle trips -4% D The adjustment from vehicle trips to VMT 1.0

1. Eligible employees are usually 100 percent. Employees who might not be able to participate include night-time employees or jobs that require employees to drive to work.

VMT reduction achieved from implementation of trip reduction marketing is calculated as below. The estimated reduction applies to all work-related trips that occur within the City of Escondido.

VMT reduction = 4% × City of Escondido Total Work Related VMT Total number of employees in the City of Escondido = 4% × 1,824,574 VMT 53,288
= 1.37 VMT/Employee
The City of Escondido Total Work Related VMT and number of employees is sourced from the SANDAG ABM 2+ Regional Travel Demand Model for the 2016 base year.

2. Fund City employees trip reduction program
VMT reduction calculated for this strategy is similar to measure 4 on a per-employee basis. The average fund associated with such a program is approximately $5,000. The effectiveness is only applicable if a program is fully funded. Partially funded programs would require the City of Escondido to complete the funding for the program to become effective.

DRAFT Resolution No. 2022-162
Exhibit "C"

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Public Transit/Shuttle Improvement

3. Downtown Escondido on-demand Shuttle
Source:
 Handbook for Analyzing Greenhouse Gas Emission Reduction, Assessing Climate Vulnerabilities, and Advancing Health and Equity, 2021, Measure T-25
A = −1 ×
𝐶𝐶 − 𝐵𝐵
𝐵𝐵 × D × E × F × G = −1 × 1 × 2.4% × 0.7 × 57.8% × 1 = 0.97% Parameter Quantity
A Percent reduction in GHG emissions from plan/community VMT (Max allowed = 4.6%) B Total transit service miles or service hours in plan/community before expansion1 C Total transit service miles or service hours in plan/community after expansion1 D Transit mode share in plan/community (San Diego) 2.4% E The elasticity of transit demand with respect to service miles or service hours 0.7 F Statewide mode shift factor 57.8%
G The adjustment from vehicle trips to VMT 1.0

1. Considering that no shuttle service is running to/from the downtown area, the expansion in shuttle service miles is assumed to be 100%.

VMT reduction achieved from implementation of providing funding for intra-city shuttle program is calculated as below. The estimated reduction applies to all trips that occur between all TAZs that fall inside Escondido downtown area.

VMT reduction = 0.97% × VMT from trips start and end in downtown = 0.97% × 2,696 = 26 VMT DRAFT Resolution No. 2022-162
Exhibit "C"

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Appendix B
Standard Number of Square Feet Per Employee by Land Use (SANDAG)
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SANDAG Land Use Codes, Definitions, and Square Feet Per Employee Conversions Land Use Codes and Definitions
lu_code land use description source
1501 Hotel (Low-Rise)
Hotels, motels, and other transient accommodations with three or less floors. Commonly found along freeways and prime commercial areas.

SANDAG
ABM2+
1502 Hotel (High-Rise)
Hotels and motels that have four or more floors.

Primarily found in downtown areas and near tourist
attractions.

SANDAG
ABM2+
1503 Resort
Resorts with hotel accommodations that usually contain
recreation areas. Examples of resorts would be La Costa Health Spa, Lawrence Welk, and the Olympic Resort in
Carlsbad near the airport.

SANDAG
ABM2+
2001 Heavy Industry
Shipbuilding, airframe, and aircraft manufacturing.

Usually located close to transportation facilities and
commercial areas. Parcels are typically large, 20-50 acres.

SANDAG
ABM2+
2101 Industrial Park
Office/industrial uses clustered into a center. The primary uses are industrial but may include high percentages of other uses in service or retail activities.

SANDAG
ABM2+
2103 Light Industry - General
All other industrial uses and manufacturing not included in the categories above. These are not located inside of parks but are usually along major streets or clustered in certain areas. Includes manufacturing uses such as
lumber, furniture, paper, rubber, stone, clay, and glass; as well as light industrial uses as auto repair services and recycling centers. Mixed commercial and office uses (if not large enough to be identified separately) are also
included. General industrial areas are comprised of 75
percent or more of industrial uses (manufacturing,
warehousing, and wholesale trade).

SANDAG
ABM2+
2104 Warehousing Usually large buildings located near freeways, industrial, or strip commercial areas.

SANDAG
ABM2+
2105 Public Storage
Public self-storage buildings are typically long,
rectangular and closely spaced. Also includes RV and boat storage areas.

SANDAG
ABM2+
2201 Extractive Industry Mining, sand and gravel extraction, salt evaporation.

SANDAG
ABM2+
2301 Scrap Yards/Auto
Dismantling/Landfill
The landscape should show visible signs of the activity.

Also include auto wrecking/dismantling and recycling
centers.

SANDAG
ABM2+
6001 Office (High-Rise)
High rise buildings with more than four stories containing banking, offices for business and professional services (finance, insurance, real estate), some retail activities and restaurants.

SANDAG
ABM2+
6002 Office (Low-Rise)
Low rise buildings with less than five stories containing banking, offices for business and professional services (finance, insurance, real estate), some retail activities and restaurants.

SANDAG
ABM2+
6003 Government Office/Civic Center
Large government office buildings or centers (outside of military reservations) and civic centers, or city halls of local governments. Also includes the Chamber of
Commerce buildings and DMV Offices.

SANDAG
ABM2+
6502 Hospital - General SANDAG
ABM2+
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6509 Other Health Care
Medical centers and buildings or offices, health care
services, and other health care facilities. Smaller medical offices and facilities may be included within office, strip commercial, or other surrounding uses.

SANDAG
ABM2+
6802 Other University or College SANDAG
ABM2+
6803 Junior College Includes trade or vocational schools.

SANDAG
ABM2+
6804 Senior High School 9 - 12
SANDAG
ABM2+
6805 Junior High School or Middle School 6 - 8
SANDAG
ABM2+
6806 Elementary School K - 7
SANDAG
ABM2+
Employment Density by Land Use Code (square feet per employee unless otherwise noted) lu_code description Value_per_unit
1501 Hotel (Low-Rise) 1600
1502 Hotel (High-Rise) 1550
1503 Resort 700
2001 Heavy Industry 200
2101 Industrial Park 600
2103 Light Industry - General 700
2104 Warehousing 1250
2105 Public Storage 22900
2201 Extractive Industry 150
2301 Scrap Yards/Auto Dismantling/Landfill 1200
6001 Office (High-Rise - greater than 100000 SF) 400
6002 Office (Low-Rise - less or equal to 100000 SF) 450 6003 Government Office/Civic Center 650
6502 Hospital - General 300
6509 Other Health Care 450
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6802 Other University or College 1 employee per
47 students
6803 Junior College 1 employee per
14 students
6804 Senior High School 1 employee per
12 students
6805 Junior High School or Middle School 1 employee per 17 students
6806 Elementary School 1 employee per 9
students
DRAFT Resolution No. 2022-162
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STAFF REPORT
December 7, 2022
File Number 1010-35

SUBJECT

MASTER AND PRECISE DEVELOPMENT PLAN FOR A DRIVE-THROUGH COFFEE FACILITY

DEPARTMENT
Planning Division, Development Services Department

RECOMMENDATION
Request that the City Council conduct a public hearing on the development proposal and adopt Ordinance No. 2022-24 approving a Master Development Plan and Precise Development Plan for construction of a drive-through coffee facility at 1525 Tanglewood Lane in the City of Escondido; and for the adoption of a Notice of Exemption pursuant to the California Environmental Quality Act Guidelines. (APN: 235-090-35-00) (“Project.”).

Staff Recommendation: Approval (Development Services Department: Andrew Firestine, Director of Development Services)
Presenter: Adam Finestone, City Planner

PLANNING COMMISSION RECOMMENDATION
The Planning Commission considered the Project at its November 8, 2022 Meeting, and the staff report has been included as Attachment 1. One member of the public submitted written correspondence to the Planning Commission ahead of that meeting (included as Attachment “2” to this report) and one member of the public spoke in opposition to the Project at the hearing. Both commenters expressed concern with land use compatibility and traffic generated by the Project. After deliberation, the Planning Commission voted 5 – 1 (Commissioner Paul voting no) to recommend approval of the Project.

FISCAL ANALYSIS
The proposed Project is a private development that will require the payment of fees in effect at the time permits are requested, as well as the development of required infrastructure (e.g., street improvements, utility upgrades, etc.) to support the project. The City of Escondido (“City”) has not yet analyzed the fiscal impact of commercial development on municipal services, but studies conducted by other cities have generally found that sales taxes generated by commercial development cover the cost to provide municipal services required to serve those developments. 580
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PREVIOUS ACTION
None.

PROJECT DESCRIPTION
The Project consists of a Master and Precise Development Plan to facilitate the construction of a 1,026 square foot dual-lane drive-through coffee facility (Starbucks), along with on-site improvements including, but not limited to, landscaping, off-street parking, utilities, and a trash enclosure, as well as associated street improvements. The Project also includes various signage including monument signs and a freewayoriented sign.

The Project is located within the Planned Commercial (PC) land use designation and is zoned Planned Development – Commercial (PD-C). A proposed development in a PD zone is required to obtain a Master and Precise Development Plan pursuant to Article 19 of the Escondido Zoning Code.

A complete project description can be found in the November 8, 2022 Planning Commission staff report (Attachment “1”).

LOCATION
The Project is located on an approximately 0.46-acre lot addressed at 1525 Tanglewood Lane (APN: 235- 090-35-00). The property is on the west side of Interstate 15 and south of Auto Park Way, and is immediately east of the Lexus Dealership. The location is depicted in Attachment 1 of the Planning Commission staff report.

ANALYSIS
The Project is located within the PC land use designation of the City’s General Plan and is within the PD-C zoning district. There are several policies outlined in the City’s General Plan which support the proposed use, as detailed in the attached Planning Commission staff report. The Project would be consistent with the underlying General Plan land use designation and zoning district. The Project complies with the development standards as detailed in the Supplemental Details of Request included in the Planning Commission staff report. A complete analysis of the Project can be found in Attachment “1”.

ENVIRONMENTAL REVIEW
California Environmental Quality Act (“CEQA”) Guidelines list classes of projects that have been determined not to have a significant effect on the environment and as a result are exempt from further environmental review under CEQA. The Project qualifies for an exemption under CEQA Guidelines sections 581
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15303 (New Construction or Conversion of Small Structure) and 15332 (In-Fill Development Projects). The CEQA Notice of Exemption prepared for the Project is included as Attachment 4 to the Planning Commission staff report. The Notice of Exemption demonstrates that the Project qualifies for these exemptions and will not have a significant effect on the environment.

CONCLUSION
The proposed Master and Precise Development Plan would be consistent with the requirements of the underlying PD General Plan land use designation and the PD-C zoning district. The proposed drivethrough would fulfill several policies outlined in the City’s 2012 General Plan, and the goals of the Promenade Retail Center and Vicinity Target Area.

Based on the analysis discussed above and in the attached Planning Commission staff report, staff recommends that the City Council adopt Ordinance No. 2022-24, approving the Master and Precise Development Plan.

ORDINANCES
A. Ordinance No. 2022-24
B. Ordinance No. 2022-24 Exhibit “A”
C. Ordinance No. 2022-24 Exhibit “B”
D. Ordinance No. 2022-24 Exhibit “C”
E. Ordinance No. 2022-24 Exhibit “D”

ATTACHMENTS
A. Attachment “1” – November 8, 2022, Planning Commission staff report B. Attachment “2” – November 8, 2022, Planning Commission written correspondence 582
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ORDINANCE NO. 2022-24

AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF

ESCONDIDO, CALIFORNIA, APPROVING A MASTER AND

PRECISE DEVELOPMENT PLAN FOR CONSTRUCTION OF A
DRIVE-THROUGH COFFEE FACILITY AT 1525

TANGLEWOOD LANE
CASE NOS.: PL22-0325/PL22-0326
The City Council of the City of Escondido, California does ordain as follows:

SECTION 1. The City Council makes the following findings:
a) Newmark Merrill Companies(“Applicant”) filed a land use application, Planning Case Nos. PL22- 0325 and PL22-0236 (” Application”), constituting a request for a Master and Precise Development Plan to facilitate the construction of a 1,026 square foot dual-lane drive-through coffee facility (“Project”). The Project site is approximately .46-acres and is located west of Interstate 15 and south of Auto Park Way, addressed at 1525 Tanglewood (APN: 235-090-35-00), and more particularly described in Exhibit “A” and incorporated by this reference as through fully set forth herein (“Property”); and b) The Application was submitted to, and processed by, the Planning Division of the Development Services Department as Planning Case Nos. PL22-0325 and PL22-0326 and is depicted on the Project plans attached hereto as Exhibit “B” and incorporated by this reference as though fully set forth herein; and c) Pursuant to the California Environmental Quality Act ("CEQA") and the CEQA Guidelines (Title 14 ofthe California Code of Regulations, Section 15000 et.seq.), the City isthe Lead Agency forthe Project, as the public agency with the principal responsibility for approving the proposed Project; and d) The Application was assessed in conformance with CEQA and a Notice of Exemption (“NOE”) was prepared; and
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e) The Planning Commission of the City of Escondido held a duly noticed public hearing on November 8, 2022, as prescribed by law, at which interested persons were given the opportunity to appear and present their views with respect to the Application. Evidence was submitted to and considered by the Planning Commission, including written and oral testimony from City staff, interested parties, and the public. Following the public hearing the Planning Commission adopted Planning Commission Resolution No. 2022-22, which recommended that the City Council approve the Master and Precise Development Plan for the Project.

SECTION2. On December 7, 2022, the City Council held a duly noticed public hearing as prescribed by law. Evidence was submitted to and considered by the City Council, including, withoutlimitation:
a) Written information including all Application materials and other written and graphical information posted on the project website.
b) Oral testimony from City staff, interested parties, and the public. c) The City Council staff report, dated December 7, 2022, which along with its attachments, is incorporated herein by this reference as though fully set forth herein. d) The Planning Commission's recommendation on the request. e) Additional information submitted during the public hearing.

SECTION 3. Upon consideration of the Findings of Fact/Factors to be considered, attached hereto as Exhibit “C” and incorporated herein by reference asthough fully set forth herein, the City Council desires at this time and deems it to be in the best public interest to approve the Master and Precise Development Plan subject to the Conditions of Approval outlined in Exhibit “D,” which is attached hereto and incorporated herein by reference asthough fully set forth herein.

SECTION 4. ENVIRONMENTAL REVIEW. A NOE has been prepared in compliance with the requirements contained in CEQA, the CEQA Guidelines, and Article 47 (Environmental Quality Regulations) of the Escondido Zoning Code. The City Council directs the Director of Development Services to file the NOE with the San Diego County Clerk.
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SECTION 5. SEVERABILITY. If any section, subsection sentence, clause, phrase, or portion of this ordinance is held invalid or unconstitutional for any reason by any court of competent jurisdiction, such portion shall be deemed a separate, distinct, and independent provision and such holding shall not affect the validity of the remaining portions.

SECTION 6. As of the effective date of this ordinance, all ordinances or parts of ordinances in conflict herewith are hereby repealed.

SECTION 7. All references within this Ordinance to "Applicant" shall be equally applicable to the current property owner and to any successors-in-interest or assigns, whether such successors-in-interest or assigns own, control, or otherwise have development authority for all, a portion, or portions of the Property.

SECTION 8. The City Clerk is hereby directed to certify to the passage of this ordinance and to cause the same or a summary to be published one time within 15 days of its passage in a newspaper of general circulation for the City of Escondido.

SECTION 9. The Ordinance shall become effective 30 days from the date of the passage. 585
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Exhibit A
Legal
Description
Ordinance No. 2022-24
Exhibit "A"

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CLEAN AIR/ VANPOOL/EV
PAD
±1,023 S.F.

OWNER:

LUNA PROPERTIES LLC
APN: 235-090-32-00
OWNER:

SOLI DEO GLORIA PARKING LLC
APN: 235-090-12-00
APN:
235-090-35-00

TANGLE WOOD LANE TANGLE WOOD LANE
AMELIA BELTRAN, R.C.E. NO.

PREPARED UNDER THE DIRECT SUPERVISION OF:

DATE:

EXP.

CHECKED BY

RECOMMENDED

DRAWN BY
DVS
AB
1100 W TOWN AND COUNTRY ROAD, SUITE 700
ORANGE, CA 92868
PH: (714) 939-1030
Know what'sbelow. Callbefore you dig.

R
AB
SHEET

APPROVED
BENCH MARK:

FOR CITY ENGINEER RCE EXP. LIC. DATE DATE
SITE DEVELOPMENT PLAN EXPIRES:

THIS PLAN IS VALID FOR 2 YEARS FROM APPROVAL
ENGINEER OF WORK RCE EXP.LIC.DATE DATE
NO. DESCRIPTION CITY DATE

APPROVED CHANGES

DATE VID
CITY of ESCONDIDO
ADDRESS:

STORMWATER
INSPECTION PRIORITY WDID NO.

ENGINEER STAMP

NMM ESCONDIDO

STARBUCKS

ESCONDIDO, CA

L NA IO

RE NI GNE
OFESS
PR DER
I A
FO I
NR
T
F CA
E O TA
L

SI GER S
ET
C 87468 A M
E

L I A M B E L T
R
A N
C
AMELIA BELTRAN 87468 9/21/2022 I V I L
87468
09/30/2023
P.C.: LD#: DWG#:
1525 TANGLEWOOD LN, ESCONDIDO, CA 92029

PRELIMINARY SITE PLAN -
MASTER

VICINITY MAP

ESCONDIDO,

CALIFORNIA

NOT TO SCALE
NORTH
SCALE

SITE DATA

LEGAL DESCRIPTION
15 TANGLEWOOD LANE

NINTH AVENUE

W NINTH AVENUE

AUTO PARKWAY

TITLE REPORT EXCEPTIONS
W 11TH AVENUE

DEL DIOS ROAD

MASTER PLAN
·
·
·
LEGEND:

C1.0
CONSTRUCTION NOTES:

EXHIBIT B

PROJECT PLANS
Ordinance No. 2022-24
Exhibit "B:

587
Item21.

CLEAN AIR/ VANPOOL/EV
PAD
±1,023 S.F.

TANGLE WOOD LANE TANGLE WOOD LANE
HWY 15 EXPRESS
AMELIA BELTRAN, R.C.E. NO.

PREPARED UNDER THE DIRECT SUPERVISION OF:

DATE:

EXP.

CHECKED BY

RECOMMENDED

DRAWN BY
DVS
AB
1100 W TOWN AND COUNTRY ROAD, SUITE 700
ORANGE, CA 92868
PH: (714) 939-1030
Know what'sbelow. Callbefore you dig.

R
AB
SHEET

APPROVED
BENCH MARK:

FOR CITY ENGINEER RCE EXP. LIC. DATE DATE
SITE DEVELOPMENT PLAN EXPIRES:

THIS PLAN IS VALID FOR 2 YEARS FROM APPROVAL
ENGINEER OF WORK RCE EXP.LIC.DATE DATE
NO. DESCRIPTION CITY DATE

APPROVED CHANGES

DATE VID
CITY of ESCONDIDO
ADDRESS:

STORMWATER
INSPECTION PRIORITY WDID NO.

ENGINEER STAMP

NMM ESCONDIDO

STARBUCKS

ESCONDIDO, CA
AL

ION REENI GNE
OFESS
PR DER
I A
FO I
NR
T

F CA E O TA
L

SI GER S
ET
C 87468 A M
E

L I A M B E L T
R
A N
C
AMELIA BELTRAN 87468 9/21/2022 I V I L
87468
09/30/2023
PC: LD#: DWG#:
1525 TANGLEWOOD LN, ESCONDIDO, CA 92029
LEGEND

GRADING AND DRAINAGE NOTES

ESTIMATED EARTHWORK QUANTITIES

PROJECT INFORMATION
SCALE
C2.0

PRELIMINARY GRADING
PLAN
NORTH
Ordinance No. 2022-24
Exhibit "B:

588
Item21.

AMELIA BELTRAN, R.C.E. NO.

PREPARED UNDER THE DIRECT SUPERVISION OF:

DATE:

EXP.

CHECKED BY

RECOMMENDED

DRAWN BY
DVS
AB
1100 W TOWN AND COUNTRY ROAD, SUITE 700
ORANGE, CA 92868
PH: (714) 939-1030
Know what'sbelow. Callbefore you dig.

R
AB
SHEET

APPROVED
BENCH MARK:

FOR CITY ENGINEER RCE EXP. LIC. DATE DATE
SITE DEVELOPMENT PLAN EXPIRES:

THIS PLAN IS VALID FOR 2 YEARS FROM APPROVAL
ENGINEER OF WORK RCE EXP.LIC.DATE DATE
NO. DESCRIPTION CITY DATE

APPROVED CHANGES

DATE VID
CITY of ESCONDIDO
ADDRESS:

STORMWATER
INSPECTION PRIORITY WDID NO.

ENGINEER STAMP

NMM ESCONDIDO

STARBUCKS

ESCONDIDO, CA
AL

ION REENI GNE
OFESS
PR DER
I A
FO I
NR
T

F CA E O TA
L

SI GER S
ET
C 87468 A M
E

L I A M B E L T
R
A N
C
AMELIA BELTRAN 87468 9/21/2022 I V I L
87468
09/30/2023
PC: LD#: DWG#:
1525 TANGLEWOOD LN, ESCONDIDO, CA 92029

PRELIMINARY GRADING

SECTIONS

SECTION A

SECTION B

SECTION C SECTION D - PERMEABLE PAVERS
C2.1
LEGEND
Ordinance No. 2022-24
Exhibit "B: