Folsom City Council
March 28, 2023

03/28/2023 Item No.13.

Natoma Senior Apartments Folsom,
CaliforniaTransportation lmpact Study

2.3 Study lntersections
There are two study intersections (Table 1), which are the driveway intersections show in the site plan (Figure 2) shown previously. No segments were selected for analysis.

Table 1. Study Intersections and C6ntrol

2.4 Transit
Folsom's public transportation includes bus and dial-a-ride service provided by the City through Folsom Stage Lines and light rail service provided by Sacramento RegionalTransit District {SRTD}.

El Dorado County Transit (EDC Transit) also provides limited bus connections to El Dorado County, Folsom Stage Lines and Dial-A-Ride
The Folsom Stage Line buses, operated by SRTD run Monday through Friday and there is no weekend service available. There are currently ten buses running on three routes. They are routes 10, 20 and 30 (Figure 3). Routes 10 and 20 intersect at Folsom Lake College. There is no charge to transferfrom one Folsom Stage Line route to another,
r Route 10 - Serves Historic Folsom, E. Bidwell 5t., the Eroadstone Market Place, Broadstone Plaza, Folsom Aquatics Center, Folsom Lake College, lntel, Kaiser Permanente, Folsom Premium Outlets, Mercy Hospital, Palladio Mall, and CenturyTheatres. lt connects to light rail and with the RT bus service Line 24. Service with a one-hour headway starts at 5:25 AM wlth the last pickup at 7:25 PM.
r Route 20 - Serves Empire Ranch Road, East Natoma Street, Vista del Lago High School, Folsom Lake College and transfers to Route 10. There are one morning and two afternoon buses on Route 20.
o Route 30 - Serves Folsom State Prison, City Hall, and Woodmere Drive during peak-hours {6 a.m. - 8:10 a.m. and 2:35 p.m. - 4:55 p.m.) with four AM peak-period buses and five PM peak-period buses.

Dial-A-Ride is a curb-to-curb transportation service that operates within the Folsom city limits. lt provides transportation to residents who have a physical, developmental, or mental disability.

Senior citizens who are 55 years of age or older also qualify for this program.

Sacramento Regional Transit
SRTD light rail provides light rail service via the Gold Line connecting the Historic Folsom, Glenn, and lron Point light rail stations to downtown Sacramento and points in between. Service is wtyW.1,kearrIC COt-r: 6
location Control

1. East Natoma St/Prison Rd Sienal

2. East Natoma St/Eastern Project Driveway Side-Street-Stop-Control {SSSC) 5l IKEAR

03/28/2023 Item No.13.

Natoma Senior Apartments
Transportation lm pact Study
Folsom,
California
provided from 5 AM to 7 PM with 30-minute headways. There is also a connection to SRTD bus route 24 from Folsom Stage Lines route 10 at the Madison/Main stop. SRTD route 24 provides service to Sunrise Mall on an approximately hourly headway from 5 AM to 7 PM.

El Dorado County Transit
The EDC Transit route 50X (the 50 Express) operates every hour from 6 AM until 7 PM Monday through Friday, with service from the Missouri Flat Transfer Center in El Dorado County to the Folsom lron Point light railstation, Folsom Lake College, dnd back. ,)
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2.5 Bicycle Facilities
Folsom is one of the most bike friendly settings in California, with an existing comprehensive bikeway system that is extensive and connects to a vast number of hlstorical and recreatlonal attractions. Existing and planned bicycle facilities within the Project area are described in the 2007 N
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03/28/2023 Item No.13.

Natoma Senior Apartments Folsom,
CaliforniaTransportation lmpact Study
Folsom Bikeway Master Planl which provides a framework for the design of a bikeway system that meets the California Street and Highway Code Section 890-894.2 - Bicycle Transportation Act and improves safety and convenience for all users. An updated bike plan is currently being prepared as part of the Folsom Active Transportation Plan, There are fourtypes of bicycle facilities {Class 1., 2,3, and 4) in Folsom.

Class 1 Bike Path: A bikeway physically separated from motorized vehicular traffic by an open space or barrier and either within the highway right-of-way or within an independent right-of-way (Figure 4).

Class 2 Bike Lane: Any portion of roadway designated for bicycle use and defined by pavement marking, curbs, signs, or other traffic-control devices (Figure 4).

Class 3 Bike Route: A designated route through high demand corridors on existing streets and are usually shared with motor vehicles. Are indicated by periodic signs and do not require pavement markings (Figure 4)' A variant on Class lll bikeways, shared lanes, or "sharrow" lanes, are becoming more common. Sharrows are'a form of Class lll bikeways where the general-purpose lane is too narrow for a bicycle and a vehicle to travel safely side-by-side within the same lane. A sharrow symbol painted {Figure 5) on the roadway is used to indicate the likely lateral location of bikes in the lane to inform motor vehicles.

Class 4 Bikeway (Separated Bikeway or "Cycle Track") The Protected Bikeways Act of 2O74 (Assembly Bill 1193 - Ting, Chapter 495) established Class lV bikeways for California. Class lV bikeways provide a right-of- way designated exclusively for bicycle travel adjacent to a roadway and which are protected from vehicular traffic. Types of separation include, but are not limited to, grade separation, flexible posts, inflexible physical barriers, or on-street parking. An example is shown in Figure 6.

Figure 7 provides a Folsom bike map. All road segments in the study area include Class 2 bike lanes. There are existing Class l trails parallelingthe northern edge of East Natoma St (The Johnny Cash Trail, connecting Historic Folsom, Folsom Prison, and Folsom Lake). An existing Class l trail also follows underneath the high voltage line behind the Project site (the Oak Parkway Trail)' Grade separated bike/pedestrian tunnels take these trails under Prison Road and East Natoma l Folsom (2007) Bikeway Master Plan,
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03/28/2023 Item No.13.

Natoma Senior Apartments Folsom,
CaliforniaTransportation lmpact Study
Street. There is also a bike only left turn from eastbound East Natoma St onto the Johnny Cash Trail at the East Natoma St/Cimmaron Circle intersection'

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Figure 4. Bike Paths, Lanes, and Routes
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03/28/2023 Item No.13.

Natoma Senior Apartm€nts Folsom,
CaliforniaTransportatio n lmpact Study
Figure 5. Sharrow
Figure 5. Class lV BikewaY
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03/28/2023 Item No.13.

Natoma Senior Apartments
Transportation lmPact Study
Folsom
California
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03/28/2023 Item No.13.

Natoma Senior Apartments Folsom,
CaliforniaTransportation lmpact Study
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03/28/2023 Item No.13.

Natoma Senior Apartments Folsom,
CaliforniaTransportation lmpact Study

3. M ETHODOLOGY
This section provides a process overview, descrlbes traffic forecasting, and discusses the methods/criteria used to evaluate level-of-service. Discussion of significance criteria is included.

3.1 Process Overview
The overall analysis process was structured to identify potential adverse transportation effects related to the project and evaluate consistency with General Plan Policy M4.1'3 relative to traffic level-of-service.
r Traffic volumes and turning movements for the Existing2A22 Condition were determined from observed traffic counts taken Tuesday December 7,zOZt' . Study intersection traffic operations were analyzed both with and without the proposed project to identify any anticipated inconsistencies with General Plan Policy M4.1.3 relative to traffic level of service.
o California Environmental Quality Act (CEaA) impacts are based on qualitative vehicle miles of travel (VMT) analysis and significance criteria from the General Plan (Policy NCR

3.1.3), and CEeA guidance from the Governor's Office of Planning and Research2 3.

3.2 Leve l-of-service Methodology
Level-of-service {LOS} is a qualitative indication of the level of delay and congestion experienced by motorists using an intersection. Levels-of-service are designated by the letters A through F, with A being the best conditions and F being the worst (high delay and congestion). Calculation methodologies, measures of performance, and thresholds for each letter grade differ for road segments, signalized i ntersections, and u nsigna lized intersections.

Based on guidance from City staff, the following procedures described below for intersection traffic operations analysis were utilized for this TlS. intersection Traffic Operations Analysis
Simallzed lntersectlons
The methodology from the Highway Capacity Manual (HCM) 6th Editiona, are used to analyze signalized intersections. Levelof-service can be characterized for the entire intersection, each approach, or by lane group. Control delay alone (the weighted average delay for all vehicles entering the intersection) is used to characterize level-of-service for the entire intersection or an approach. Control delay and volume to capacity ratio are used to characterize level-of-service for lane groups. The average delay criteria used to determine the level-of-service at signalized 2 OpR (2018) Technical Advisory on Evaluating Transportation lmpacts ln CEQA, httgi?www.opr*ta.Ep.v/doc!120 19q12 2 -7.$l Techrlical Advisqv'pcl f ' 3 OPR'S webinar on SB 743 implementation, 4/16/2020'
4 Transportation Research Board (2016) Highway Capacity Manual, Washington, D.C' A f nfan w\,vwtr(ea.nc.com
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03/28/2023 Item No.13.

Natoma Senior Apartments Folsom,
Californialmpact
intersections is presented in Tabte 2. The HCM 2010 methodology is used as the primary method' HCM 2000 methods are only utilized where the signal phasing is incompatible with HCM 2010 methods.

Table 2. Level-of-Service Criteria for SiSnalized lntersections Level -of-
Servlce
Average Delayl
Descrlption (Sec. /Vehicle.)
A Very Low Delay: This level-of-service occurs when progression is extremely 5 10.0 favorable, and most vehicles arrive during a green phase. Most vehicles do not stop at all.

B Minimal Delays: This level-of-service generally occurs with good progression, 10.1-20.0 short cycle lengths, or both, More vehicles stop than at LOs A, causing higher levels of average delaY.
c Acceptable Delay: Delay increases due to only fair progression, longer cycle 20.1-35'0 lengths, or both. lndividual cycle failures lto service all waiting vehiclesl may begin to appear at this level of service. The number of vehicles stopping is st ificant, though manY still pass through the intersection without stopping.

D Approaching Unstablefiolerable Delays: The influence of congestion 35,1-55.0 becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or high v/c ratios' Many vehicles stop, and the proportion of vehicles not stopping declines. lndividual cycle failures are noticeable.

E Unstable Operation/Significant Delaysl This is considered by many agencies 55.1-80.0 the upper llmit of acceptable delays' These high delay values generally indicate poor progression, long cycle lengths, and high v/c ratios. lndividual cycle failures are frequent occurrences'
F Excessive DelaYs: This level, considered to be unacceptable to most drivers, > 80.0 often occurs with oversaturation (i.e., when arrival flow rates exceed the capacity of the intersection). lt may also occur at high v/c ratios below 1,00 with many individual cycle failures. Poor progression and long cycle lengths or v/c >1.0
may also contribute to such delay levels
Note 1: Weighted average of
Manual to determin
delay on all approaches. This is the measule used by the Highway Capacity e level-of-service, Any movement with a volume-to-capacity ratio (v/c) greaterthan 1.0 is considered to be level-of-service F' Source: Transportation Research Board (2016) Highway Capacity Manual 6th Edition, Washinglon D.C.

UnFir4allzed lntersectlons
The methodology from HCM 6th Edition is used for the analysis of unsignalized intersections' At an unsignalized intersection, most of the main street traffic is un-delayed and, by definition, have acceptable conditions. The main street left-turn movements and the minor street movements are all susceptible to delay of varying degrees, Generally, the higher the main street traffic volumes, ffi IKHAR ,,1v'.qr',1 | r (-t, 14, i l. .l-rr!*l
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03/28/2023 Item No.13.

Natoma Senior APartments Folsom,
Californian lmpact Study
the higher the delay for the minor movements. Separate methods are utilized for Two-Way Stop- Controlled (TWSC) intersections and AllWay Stop-Controlled {AWSC) intersections. . TWSC: The methodology for analysis of two-way stop-controlled intersections calculates an average total delay per vehicle for each minor street movement and for the rnajor street left-turn movements, based on the availability of adequate gaps in the main street through traffic. A level-of-service designation is assigned to individual movements or 'combinations of movements (in the case of shared lanes) baled upon delay, it is not defined for the intersection as a whole. Unsignalized intersection level-of-service is for each movement (or group of movements) based upon the respective average delay per vehicle. Table 3 presents the average delay criteria used to determine the level-of-service at TWSC and AWSC intersections'
o AWSC: At allway stop-controlled intersections, the level-of-service is determined by the weighted average delay for all vehicles entering the intersection. The methodologies for these types of intersections calculate a single weighted average delay and leveFof-service for the intersection as a whole. The average delay criteria used to determine the level-of- service at all-way stop intersections is the same as that presented in Table 3. LeveFof- service for specific movements can also be determined based on the TWSC methodology.

It is not unusual for some of the minor street movements at unsignalized intersections to have level-of-service D, E, or F conditions while the major street movements have level-of-service A, B, or C conditions. ln such a case, the minor street traffic experiences delays that can be substantial for individual minor street vehicles, but the majority of vehicles using the intersection have very little delay. Usually in such cases, the minor street traffic volumes are relatlvely low. lf the minor street volume is large enough, improvements to reduce the minor street delay may be iustified, such as channelization, widening, or signalization'
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03/28/2023 Item No.13.

Natoma Senior APartments Folsom,
CaliforniaTransportatio n lmoact Studv
Table 3. Level-of-Senice Criteria for lized lntersections Level of DescrlPtion
Service
(Los)
TWSCT
Average Delay
by Movement
lntersection Wide
Average Delay
/ vehiclel(seconds / vehiclel lseconds
A Little or no delaY <10 <10
B Short traffic delav >10and<15 >10and<15
c Average traffic delays >15and<25 >15and<25
D Lons traffic delavs >25and<35 >25and<35
E Very long traffic delays >35and<50 >35and<50
Extreme delays potentially affecting other
traffic movements in the intersection
> 50 (or, v/c >1.0) >50F
Note 1: Two-Way Stop-Control (TWSC) level-of-service is calculated separately for each minor street movement {or shared movement) as well as major street left turns using these criteria. Any movement with a volume to capacity ratio (v/c) greater than 1.0 is considered to be level-of- service F.

Note 2; All-Way Stop-Control (AWSC) assessment of level-of-service at the approach and intersection levels is based solely on control delay'
Source: Transportation Research Board {2016) Highway Capacity Manual 6th Edition, Washington D.C,

3.3 General Plan Thresholds
Level of Service
Consistency with General Plan leveLof-service policies for the proposed Project were determined based on the methods described above and identified as either "conforming" or "non- conforming". General Plan Policy M4.1'3 addresses level of service:

Strive to ochieve ot leost traffic Level of Service "D" (or better) for locol streets ond roadwoys throughaut the city. ln designing trdnspoftation improvements, the City will prioritize use of smort technologies and innovotive solutions thot maximize efficiencies and safety while minimizing the physicolfootprint. During the course of pton buildout, [t may occur thattemporclly higher levels'af'service result where roadway improvements hove not been adequotely phased as development proceeds. However, this situation wilt be minimized based on onnual taflic studies and monitoring programs City Staff will report to the City Council at regulor intervals vio the Capitol lmprovement Program process for the Cauncil to prioritize projects integra! to achieving level-of-service D or better.

The General plan Environmental lmpact Report (ElR) includes a criterion addressing potential impacts at locations that operate at level-of-service E or F under no-project conditions. Under this standard, a non-conforming situation would occur if the proposed project would:
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03/28/2023 Item No.13.

Natoma Senior APartments Folsom,
CaliforniaTransportat ion lmpact
lncreose the averoge detoy by five seconds or more at an intersection that currently operotes (or is projected to operate) ot an unacceptoble levet-of-service unde r " no- Proi ect" co nditions.

For the purposes of this analysis, level-of-service is considered potentially non-conforming if implementation of the Project would result in any of the following:
e Cause an intersection in Folsom that currently operates (or is projected to operate) at level-of-service D or better to degrade to level-of-service E, or \ rorse; r lncrease the average delay by five seconds or more at an intersection in Folsom that currently operates (or is projected to operate) at an unacceptable level-of-service E or F.

Bicycle/Pedestria n/Tra nsit Faci I ities
An impact is considered significant if implementation of the Project would:
o lnhibit the use of bicycle, pedestrian, or transit facilities; r Eliminate existing bicycle, pedestrian, or transit facilities; r prevent the implementation of planned bicycle, pedestrian, or transit facilities,

3.4 Vehicle Miles Traveled Standards of Significance
Under State Law (SB 7431, on tuly L,2A2O, vehicle miles traveled (VMT) will become the only metric for evaluating significant transportation impacts in environmental impact analyses required under the California Environmental Quality Act (CEQA). Without specific General Plan guidance for VMT thresholds, this analysis uses a qualitative screening against The Governors' Office of planning and Research (OPR) guidance of a 15oA per capita VMT reduction and utilizes OPR's suggested exemption for affordable housing projects' Folsom General Plan policy NcR 3.1.3 addresses VMT, as stated below:
poliry NCR 3.1.3 ,.Encourage efforts to reduce the amount of vehicle miles traveled (VMT).

These effofts could include encouraging mixed-use development promoting a jobs/housing balance, and encouraging alternative transportation such as walking, cycling, and public transit'"
OpR has published guidance recommending a CEQA threshold for transportation impacts of land use projects of a 15% VMT reduction per capita, relative to either city or regional averages ffi rxnan \/v:./W I 1<ei:)t-i na.CO !il
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03/28/2023 Item No.13.

Natoma Senior APartments Folsom,
CaliforniaTra lmpact Stu dv
based on the California's Climate Scoping Plan5. Qualitative assessment of VMT reduction is acceptable to screen Proiectss.

Based on these criteria, a project will be considered to have a potentially significant impact if:
o per capita VMT from residential projects is anticipated to be greaterthan 85% of the regional average Per capita VMT.
o The project is anticipated to inhibit implementation of planned pedestrian, bicycle, or transit imProvements'

3.5 Analysis Tools
Level-of-Seruice
Co"tr"idelays and level-of-service for study intersections were calculated using the Synchro 117 analysis software (Version 11.1, build l, revision 6). synchro implements the methodologies of the 6th Edition of the Highway Capacity Manualto modeltraffic controls and vehicle delay' The software requires data on road characteristics (geometric), traffic counts, and the signal timing data for each analysis intersection. ln general, default parameters were used, except in locations where specific field data are available. Heavy vehicle percentages of 2oAwere assumed during the peak hour.

VMT
to support jurisdictions' 58743 implementation, The Sacramento Area Council of Governments {SACOG) staff developed thresholds and sffeening maps for residential and office projects, using outputs from the 2016 base year travel demand model run for the 2020 Metropolitan Transportation plan/Sustainable Communities Strategies (MTP/SCS). SACOG travel demand model is activity/tour based and is designed to estimate an individual's daily travel, accounting for land use, transportation and demographics that influence peoples'travel behaviors' For residential projects, the threshold is defined as total household VMT per capita achieving t5% of reduction comparing to regional (or anv appropriate sub-area) average. The SACOG screening map uses "hex" geography, with each hex being about 1(X)0 feet on edge, Residential VMT per capita per hex is calculated by tallying all household VMTs, including VMT traveling outside the region, generated by the residents living at the hex and divided by the total population in the hex. Hexes are then color coded with green and blue hexes depicting neighborhoods with at least a 15% reduction in residentialVMT relative to the SACOG region' yellow, orange, pink and red hexes have less than a 15% vMT reduction' 5 OpR (2018) Technical Advlsory on Evaluating Transportation lmpacts ln CEQA, htt$://www.opr,ca.s,ov1doc5/20190122'243 Technical Adviiqry'P{lf' 6 oPR's webinar on 58 743 implementation, 41t612020'
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03/28/2023 Item No.13.

Natoma Senior APartments Folsom,
CaliforniaTransportation lmpact Studv

4. EXISTING 2022 CONDITION
This section presents the Existing condition. For purposes of this Tls, Existing conditions represent typical midweek, non-holiday, traffic volum esin 2O228

4.1 Existing Condition
Data Sources
The analysis tools require a variety of data to generate the evaluation criteria. The following sections describe data collection procedures for Existing Conditions. There were three primary data elements {roadway characteristics, intersection turning movement counts, and traffic control data); and two supplementary elements (other recent studies, and field data) that comprised the data collection program for this traffic analysis' Roadwav Geor[9tf"v a.nd Usagelharacteristiqs
The geometry and usage data for the analysis were collected through aerial photographs, field visits, and prior studies. current intersection geometry was field validated. Table 4 shows the key items included in the geometric data and the source for each item' Table 4. Kev ltems and Sources for Geometry and Usa8e Data SourceKey ltem
Lane configurations and width
Lane utilization
lntersection sPacing
Length ofstorage baYs
Transit stops and routes
Aerial photographs and field visits
Prior studies, aerial photographs, and field visits
Aerial photographs and field visits
Aerial photographs and field visits
Transit schedules, aerial photographs, and field visits Turn prohibitions or allowance Aerial phs and field visits Lane configurations and width - These data specify the number of lanes and the width of the roadway in each direction, and the directional turns that are allowed from each lane' lane utilization - These data specify how lanes are used by drivers, such as traffic distribution between lanes on a multi-lane roadway.
lntersection spacing -These data refer to the distance (in feet) between intersections' Lenglh of storage bays - These data refer to the len$h (in feet) of available storage for left- turning or right-turning vehicles where exclusive turn lanes are available. lt is collected for right- turn lanes when the parking lane is used as a right-turn lane' e Traffic Counts were collected on Tuesday December 7,202L fl IKEAR !Vr,!\iV li t'ar,na.f OtTr
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03/28/2023 Item No.13.

Natoma Senior Apartments Folsom,
CaliforniaTransportation lmpact Study
Transit stops and routes - A transit stop is an area where passengers await, board, alight, and transfer between transit vehicles. A transit route is the roadway that transit vehicles operate on' Turn prohibitions or allowance - These data specify if right turns on red {RTOR) are allowed on the roadway.
lntersection Turninn Movement Coqnts
Existing morning and evening peak-period vehicle and pedestrian turning movement counts were collected at study intersections on Tuesday December 7,2021. Traffic count data sheets are provided in Appendix A of this TlS. Peak-hou r traffic counts were used to conduct the intersection level-of-service analysis. Turning movement counts at consecutive intersections were balanced and adjusted where appropriate to conservatively reflect existing traffic flows' Observed intersection peak hour factors {PHF) were applied. Figure 8 provides a summary of the intersection lane geometry and peak-period turning movements under Existing Conditions As well as Project traffic and Existing Plus Project conditions).

Existing Condition lntersection and Segment Level-of-service Table 5 presents a summary of level-of-service results for the study intersections under Existing Conditions, along with 95% queue lengths for left turns. All study intersections operate at level- of-service A or better during the AM, PM, and Sunday peak hours. Calculation sheets for intersection delay and level-of-service are provided in Appendix B. Left turn queues are adequately accommodated by the existing left turn storage pockets.

Table 5. 2022 lntersection and Level-of-Service
'5SS€ = Side Street StoP Control
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nlasssc nla
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9596Queues(Feet)
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30'!73'EB Left
nla ^laWB Left
49'22'SB Left
nlan/aNB Left
E Natoma St/Prison Rd
n/aNB n/a
Eastern Proiect
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03/28/2023 Item No.13.

Natoma Senior APartments Folsom,
Californialmpa ct StudyTransportation
2022 Volume, Control & CteometrY
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Figure 8. Existing Condition Turn Movements and Geometry E tn8fn27
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03/28/2023 Item No.13.

Natoma Senior APartments Folsom,
CaliforniaTransportation lmpact Studv

4.2 Assessment of Proposed Project
Trip Generation
projected traffic generated by the proposed Project was calculated using trip generation factors from the Institute of Transportation Engineers {lTE) Trip Generation Manual, 11th Edition l202Ll' and is provided in Table 6 below.

Table 5. Trip Generation
Source: ITE (20211 Trip Generation Manual, lnstitute of Transportation Engineers, Washington DC' {Higher value of either the average rate or the fitted equation-based rate for peak hour of generator)' Trip Distribution
T1p distribution was based on observed traffic counts and select zone analysis within the travel demand model. New Project trips were distributed as follows:
o 48%toffrom the west on East Natoma Street
c 48ori tofrom the east on East Natoma Street
t 4Yotofirom the north via Prison Road
Project trip assignment is shown in Figure 9'
Signal Timing and GeometrY
With the addition of a fourth leg to the East Natoma St/Prison Rd intersection, the signal timing and lane geometry was assumed to be configured as follows:
r Eastbound: An eastbound right turn pocket was assumed with 150-feet of storage and a 5o-foot taper; for a total of one left, one through, and one right turn lane. e Westbound:Awestbound leftturn lanewith 100-foot pocket plus50-foottaperforatotal of one left and one shared through-right lane'
r Southbound: The existing exclusive right-turn lane is assumed to be restriped as a through-right turn lane (for a total of one left and one shared through-right)' r Northbound: The northbound approach is assumed to provide one left and one shared through-right lane. The northbound through-right lane is assumed to be in a 70' turn pocket Plus 60'taPer.
r Timing: Eastbound and westbound protected left turn phasing, northbound and southbound split phasing. 150 second cycle lengh, with 34 second northbound southbound split phases and 20 second eastbound and westbound protected phases, and 5l rnrnn www Ited;-inc.cotll
Land Usc
ITE
Caterory Quantlty Data Dally AM Perk hour PM Perkhour
Tot l lnbound Outbound Total lnbound Outbound
Senior Adult Housing
(Multifamily) 252
136
dwelling
units
Rate 3.24 0,29 4s% 55o/o 0.3 54% 46%
Trips 447 39 tl 22 47 22 19
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03/28/2023 Item No.13.

Natoma Senior Apartments Folsom,
CaliforniaTransportation lmpact
62 second eastbound and westbound through phases. Crosswalks are assumed across all legs of the intersection with flashing don't walk phases set to 22 seconds to accommodate a 3 feet per seconding walking speed.

City staff have noted that the East Natoma St/Prison Rd intersection may be an excellent location for protected-permissive left-turn phasing (i.e., "a flashing yellow arrow" to allow left turns during the conflicting through phase), Such phasing would increase the intersection capacity and reduce queuing for the eastbound through movement. lt is our professional judgement that novel phasing plans, such as protected-permissive phasing, have the potentialto confuse elderly drivers and pedestrians, resulting in increased accident rates. Because protected-permissive phasing is not necessary to maintain the General Plan level-of-service goals we do not recommend it for the entrance to age-restricted housing. The project adds a fourth leg to the existing T-intersection, which requires upgrading the traffic signal hardware, At the discretion of the City Engineer, those upgrades may include video vehicle detection, connecting the signal into the City traffic management center, and traffic signal controller upgrades to the satisfaction of the City Engineer' The eastern project driveway was assumed to be configured as right-in-right-out. Because there are fewer than ten peak-hour vehicle trips anticipated to enter the Project via the eastern driveway, no deceleration lane or taper is necessary'

4.3 Existing 2022 with Proiect Conditions
project peak-hour traffic was added to the Existing 2022 turning volumes at each intersection.

Delay and level-of-service were determined at the study intersections. Figure 8 summarized the turning movements and lane configurations for the Existing with ProJect Condition. Table 7 presents a summary of level-of-service results for the study intersections under Existing Conditions. Allstudy intersections operate at level-of-service B or better during the AM, PM, and Sunday peak hours. Calculation sheets for intersection delay and level-of-service are provided in Appendix B. Left turn queues are adequately accommodated by the existing left turn storage pockets.
5l f KFAR 'riwvrrkc.r'rc.curri
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03/28/2023 Item No.13.

Natoma Senior Apartments Folsom,
CaliforniaTransportation lmoact Studv
($ Natoma Senior Apartments 1l-l'ltrnn
xs"!
o
Clttf fiall
ft
Figure 9. Project Trlp Distribution
S f nEnn www.tkearrnc.com
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03/28/2023 Item No.13.

Natoma Senior Apartments Folsom,
CaliforniaTransportation lmpact Study
Table 7. Baseline 2022 lntersection Delay and level-of-Service, with and without Proiect lntersectlon Control
No Ptolect (Delay aod
levelof-Serulce)
AM I Prrr
Wlth Prolect (Delay and
Level-of-Servke)
AM I Prrr
! Natoma St/Prison Rd Sienal 9.3 A 9.1 A 15.9 g T6,7 B
Eastern Project
Driveway sssc nla nla

10.6 B
{NB)

72.3 S
{N8)
lnteItectlon Approach
No Project
95% Queues (Feetl
AM I Prtl
Wlth Proi€ct
95% Queues (Feetf
AM I Pra
E Natoma St/Prison Rd
EB Left 773' 30' 166' 37'
WB LEft n/a n/a 22' 23'
SB Left 22' 49', 23', 73
NB Left nla nla 27' 27
Eastern Project
Driveway NB nla nla 0 0
'SSSC = Side Street StoP Control
fl rKrAR
.,..,, I|{ \.^t,,{.t. il t iii. a
" --11 \ i
25

03/28/2023 Item No.13.

Natoma Senior APartments Folsom,
CaliforniaTransportation lmpact Study
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,Jy\.^rVt I (C;.trr nf tS! 1rSlIKEAR
26

03/28/2023 Item No.13.

Folsom Corporate Center Apartments
Transportation lmpact Study

5. PROJECT VMT IMPACTS AND GENERAL PLAN LEVEL_OF_SERVICE

CONFORMITY
5,1- Vehicle Miles Traveled
Folsom General Plan policy NCR 3.1.3 addressed vehicle miles traveled (VMT) as shown below:
policy NCR 3.1.3 "Encourage efforts to reduce the amount of vehicle miles traveled (VMT)' These efforts could include encouraging mixed-use development promoting a jobs/housing balance, and, encouraging alternative transportation such as walking, cycling and public transit'"
The Governors'Office of Planning and Research (OPR) has published guidance recommending a CEOA threshold for transportation impacts of land use projects of a tSYo VMT reduction per capita, relative to either city or regional averages, based on the California's Climate Scoping Plane. Qualitative assessment of VMT reduction is acceptable to screen projectslo.

Under State Law (SB 743), VMT became the only CEQA threshold of significance for transportation impacts on July t,2O2A. Without specific GeneralPlan guidance forVMT thresholds, this analysis uses qualitative screening against OPR's guidance of a 15% per capita VMT reduction.

To support jurisdictions'SB743 implementation, SACOG developed thresholds and screening maps {Figure 10) for residential projectsll, using outputs from the 2016 baseyeartravel demand model run for the 2020 MTP/SCS. SACOG's travel demand model is activity/tour based and is designed to estlmate an individual's daily travel, accounting for land use, transportation and demographics that influence peoples'travel behaviors. For residential projects, the threshold is defined as total household VMT per capita achieving 15% of reduction compared to regional (or any appropriate sub-area) average VMT. The map uses HEX geography. Residential VMT per capita per HEX is calculated by tallying all household VMTs, including VMT traveling outside the region, generated by the residents living at the HEX and divided by the total population in the HEX. Green hexagons denote areas where residential VMT is 50% to 85o/o of the regional average and yellow hexagons denote areas where residentialVMT is 85oAto lOOYo of the regional average.

The project is located within one of the green hexagons with average residentialVMT of 17 miles per capita (per day). The Project is anticipated to generate less than 82% of the regional s oPR (2018) Technical Advisory on Evaluating Transportation lmpacts ln CEQA, ntts//www.apr.(a"Fov. oc '
10 oPR's webinar on SB 743 implementation,4/t6/2020,
11 sAcoc (2021) http{r/lsb743-saEqg.o,pgldata.il(gi5lqd Folsom,
California
5l rnran wwwtkea'nc-com
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03/28/2023 Item No.13.

Folsom Corporate Center Apartments
lmoact Studv
per capita residential daily VMT of 20.82 miles. The Proiect is thereiore anticipated to have a less-than-signifi cant impact on VMT.

5.2 Conformance with General Plan Level-of-service Policy Allstudy intersections are anticipated to operate at level-of-service B or better under all study scenarios, both with and without the additlon of ProJect traffic. The Project is not anticipated to create new level-of-service deficiencies, or to or worsen any existing deficiencies, based on General Plan Policy M4.1.3.

Folsom,
California
Slrn*n www.tkear' nc.co n
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03/28/2023 Item No.13.

Folsom Corporate Center Apartments Folsom,
CaliforniastudvTransoortation
6 a qt rk "de'-..-r r J, ?.-:' ^r
t O 6 C, - <' t!@'F..et.d ! f s i.:'.-",bi '
Fo. irsrrFxn{ rr*.e, rn.{rinF a d6^M
!! acql l4ur.h(rdr x'.ry'rt.(ht!bg
1e+ d rdutt6.o,.et^.g l. r!9iol{q I/
fryqd:l! r!f, i.r).v.rr9! rn? hrp lsre
.iide.n.r vrt rr (.Fr.9.1
ts€! .t..ldlrr.l br r.t\h! !tr 6ru5rm'd vsr.
r.rhr t.9 :fr krrJiry o'nte lh. tq,tn.

0.nflrr!{ or me
'.rl&nrt 6'ri9 il {'r rrs .rd
nivid.c bv &c l.brFF'r6n in lt.8.i

11. :-.1 ts.rr rr,3
il
F
lurr!d!rtrh. F rv d!.ar F4J6t.r..ebld
l4 rn$ dn.Jtring'..Sdlricn ltts.Ir ucd.r
.te...fr.3. to ta, 4r rcd ft narry' tu 4
;-!:-.r. r:: r;. , -::t.ndltr
lrrFt.r 9,6.(..'. trl oefr r}* J,rA
mrF.r. pron4d /ir ina.'frraon purF*e r!!
ind r..snbltrt lo.nrBc
.n..fir rt tu&r$.r !.. dFde r.d rt
^:a:ir;- :l'.'e.t,.-k :...1 I r t. ..tq
' -/r,tr:i*:'\a ?:
ffi nndw trddnr e!B& lt+i.dd
vm h s@c rddBllura{d 5/:qrl}
Ar.+HdffFOtr.
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<- 6r rm d &@l AF6p
<r l&rE{ot&td&+
i -.:
{-rl5$tud&rd&ry
C >.sdr{'drftnry
Flgure 10, SACOG Ss 743 Reglonal VMT Scre€nint Map
29

03/28/2023 Item No.13.

Natoma Senior Apartments Folsom,
CaliforniaTransportatio n lmpact Stu
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SlrKrAR ': ) \ :l V i li.(i:. ai{ t :r-. (- : :t 1'-
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03/28/2023 Item No.13.

Natoma Senior APartments Folsom,
CaliforniaTransportation lmpact StudY

6. OTH ER CONSIDERATIONS

6.L lnternal Circulatron and Site Plan Review
This section reviews parking, driveway throat-depth, and emergency vehicle access shown on the preliminary site plan shown in Figure 2 (page 3).

Parking Requirements
The City does not have an adopted parking standard for age-restricted (senior) multi-family housing or affordable age-restricted multi-family housing. With a Planned Development (PD), parking supply is established through the PD permit process' proposed proiect parking: Proposed Parking consists of 136 spaces (1'00 parking spaces per unit). This exceeds that of many other recently approved age restricted multi-famiU projects in and around Folsom. The 135 spaces include 8 accessible spaces (i.e', with the adjacent space striped out to provide vehicle access for wheelchairs and/or mobility scooters) and 14 spaces with electric vehicle charging'
parking Demand: The ITE Parking Generation Manuall2 lists an average peak parking demand of

0.59 vehicles per dwelling unit for land Use 252 (Senior Adult Housing-Attached), with a standard deviation of 0.12. The ITE sample size is small (three observations), yet the proposed parking ratio of 1.00 is more than 3.5 standard deviations greater than the mean parking demand.

Consequently, the proposed parking for the Proiect is sufficient to meet the anticipated parking demand with a parking ratio of 1.00.

For comparison, Revel Senior Living a similar proiect approved by Folsom in 2018 had a parking ratio of 0.81 spaces per dwelling unit. The Revet project conducted a parking survey of six similar Sacramento area facilities. All six facilities were found to use less than 0'60 spaces per dwelling unit during peak parking demand hours (consistent with the ITE parking demand data referenced above.)
Finding: The proposed parking supply of 135 spaces is adequate for the 136 multi-family units proposed in the Project'
M inimum Required Throat-DePth
Minimum Required Throat-Depth (MRTDI: For an 81-160 unit apartment complex, the standard for the MRTD is 50 feetl3. This So-foot length represents vehicle storage equivalents, which means the total required length may be achieved by summing the throat depths for several access points if more than one access point is to serve the site'
Throat-Depth provided: As shown on the preliminary site plan in Flgure 2 (page 3), the throat depths for the primary and second driveways exceed 50 feet and 25 feet, respectively. 1, ITE (2010) parking Generation 4th Edition, lnstitute of Transportation Engineers, Washington DC' 13 Folsom (2020) Design and Procedures Manual and lmprovement Standards, site access Table 12-1, https://www.folsorn,e aus/civicax#ilebank/trlobdlpad'aspx rt:66183.89&BloblD=3-8340' S f nEnn rvwwtkearrnc.com
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03/28/2023 Item No.13.

Natoma Senior APartments Folsom,
CaliforniaTransportation lmpact Study
Finding: The MRTD of the Project driveways meet the standard because the primary driveway throat depth meets the minimum standard of 50 feet'
Emergency Vehicle Access
The project,s internal drive isles are designed with minimum 25-foot inner and 50-foot turning radii to accommodate fire department access'
Flnding: Emergency ve,tricle access is designed consistent with standards and is adequate'

5.2 Bicycle/PedestrianlTransit Facilities
The project does not inhibit the use of bicycle or pedestrian facilities; elirninate existing bicycle, or pedestrian facilities; or prevent the implementation of planned bicycle, or pedestrian facilities. The project includes accessible pathways around the building to provide a walking path for residents. path connections are planned to paths internal to the Project site, south tothe Oak parkway Trail, and west to the East Natoma St underpass to the Johnny Cash Trail.

Finding: The project has a less-than-significant impact on pedestrians and bicycles. With relocation of the effected bus stop, transit impacts will be less-than-significant'

6.3 Queueing
Anticipated 9sth-percentile left turn queue lenglhs were reviewed and are anticipated to be less than the supplied storage lengths in the turn bays'
Finding: Existing turn pockets are adequate.

6.4 Driveway GeometrY
City standards reguires a 6&foot right turn taper in conditions with ten or more peak-hour right turns into a driveway, and a 150-foot pocket plus 60-foot taper, with 50 or more peak-hour right turns. Neither project driveway is anticipated to have ten or more right turning vehicles into the project during the AM or PM peak-hours. The main driveway at the signalized East Natoma Street/prison Rd intersection includes an eastbound right turn pocket and a westbound left turn pocket accessing the project, these are adequate to safely accommodate Project traffic without hindering existing traffic'
The secondary (easternldriveway is restricted to right-in-right-out movements and is anticipated to only have fewer than ten eastbound right-turns into the Project during either the AM or PM peak hours. No turn pockets are necessary. The eastern driveway should be channelized to restrict left turns from entering or existing the Project via the eastern driveway. Such channelization may be accomplished by either a triangular island located within the driveway, or by extending the raised median at the East Natoma St/Cimmaron Cir intersection west-word across the eastern Project drivewaY.

Finding: Driveway geometry has been determined to be adequate, leftturns atthe eastern Project driveway should be restricted through the use of channelization. 5l f f<Een w\,vwtkeartnc.corn
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03/28/2023 Item No.13.

Natoma Senior APartments Folsom,
CaliforniaTransportation lmpact StudY

6.5 Fire Lane and lnternal Geometry
The project proposes two access points connected by a fire lane which circles the back of the proposed apartments. All internal radii have at least a 25' inner radius and 50'outer radius per City requirements.

6.6 Accident HistorY
potential geometric constraints and safety issues were evaluated, including driveway spacing, sight triangles, and Statewide lntegrated Traffic Records System (SWITRS) collision data.

Driveway spacing, throat depth, and corner sight distance are all adequate. ln the last five years, there have been three accidents proximate to the Project site including:
r One eastbound rear-end collection at the existing traffic light, r Two driving under the influence (DUl) accidents {one a sideswipe, and the other a single vehicle overturn.)
These are not accident varieties that would be anticipated to be worsened by the Project, and the project does not require any project specific traffic safety treatments' 5| f KEAR w\rywrke.:rtrriccr:'
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03/28/2023 Item No.13.

Natoma Senior APartments Folsom,
CaliforniaTransportation lmpact Study
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03/28/2023 Item No.13.

Natoma Senior APartments Folsom,
Californiaion lmpact Stu

7. FINDINGS, MITIGATION, AND RECOMMENDED CONDITIONS
Finding 1 (Trip Generation): The Project is anticipated to generate 441 daily vehicle trips including 39 AM peak-hour vehicle trips, and 41 PM peak-hour vehicle trips. Fewer than 50 peak-hour project trips are projected to pass through any intersection.

Finding 2 (Level-of-service|: All study intersections are anticipated to operate at level-of-service B or better under all study scenarios. The Project is not projected to create new deficiencies or worsen existing traffic level-of-service, pursuant to General Plan Policy M4.1.3. lmpacts to level- of-service are considered less than significant'
Finding 3 (Vehicle Miles Traveledl: Per capita Proiect VMT is projected to be at least 15% less than regional per capita VMT. Project VMT impacts are considered less than significant.

Finding 4 (parkingf: The proposed parking supply of 136 spaces (1.00 spaces per unit). The Project was found to be adequately parked with either parking ratio.

Finding 5 (Minimum Required Throat Depth): The standards for drlveway throat depths are met.

Flnding 6 (Emergency Vehicle Accessf : Emergency vehicle access is adequate.

Finding 7 {pedestrian and Bicycle): The Project does not result in impacts to pedestrian and bicycle facilities. lmpacts to pedestrian and bicycle facilities are considered less than significant.

Finding 8 {Transit): The Project does not result in impacts to transit facilities. lmpacts to transit facilities are considered less than significant.

Finding 9 (Driveway Geometry): Proposed geometry for access to East Natoma St is adequate.

Either a raised median or right-turn channelization should be used to limit the secondary (eastern) driveway to right-in-right-out access. Note that the secondary (eastern) driveway was modeled assuming a shared eastbound through-right turn lane, without a right turn taper or deceleration lane, Anticipated eastbound right turning volume is less than 10 vehicles during the AM and PM peak-hours and neither a right tapper or deceleration lane is required per City of Folsom policy' However, the City reserves the right to require either a taper or pocket at the discretion of the City Engineer.

Finding 10 {signal Timingt: With the addition of a fourth leg to the East Natoma StlPrison Rd intersection, the signal timing and lane geometry was assumed to be configured as follows:
e Eastbound: An eastbound right turn pocket was assumed with L50-feet of storage and a 5o-foot taper; for a total of one left, one through, and one right turn lane. r Westbound:Awestbound leftturn lanewith 100-foot pocket plus60-foottaperforatotal of one left and one shared through-right lane.
e Southbound: The existing exclusive right-turn lane is assumed to be restriped as a through-right turn lane (for a total of one left and one shared through-right)' rtww lk€cr1'-rc.aor"rSlrnran
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03/28/2023 Item No.13.

Natoma Senior APartments Folsom,
CaliforniaTransportation lmpact Study
o Northbound: The northbound approach is assumed to provide one left and one shared through-right lane. The northbound through-right lane is assumed to be in a 70'turn Pocket Plus 60'taPer'
r Timing: Eastbound and westbound protected left turn phasing, northbound and southbound split phasing. 150 second cycle length, with 34 second northbound southbound split phases and 20 second eastbound and westbound protected phases, and 62 second eastbound and westbound through phases, Crosswalks are assumed across all legs of the intersection with flashing don't walk phases set to 22 seconds to accommodate a 3 feet per seconding walking speed.

City staff have noted that the East Natoma St/Prison Rd intersection may be an excellent location for protected-permissive left-turn phasing (i.e., "a flashing yellow arrow" to allow left turns during the conflicting through phase). Such phasing would increase the intersection capacity and reduce queuing for the eastbound through movement. lt is our professional judgement that novel phasing plans, such as protected-permissive phasing, have the potentialto confuse elderly drivers and pedestrians, resulting in increased accident rates. Because protected-permissive phasing is not necessary to maintain the General Plan level-of-service goals we do not recommend it for the entrance to age-restricted housing. The proiect adds a fourth leg to the existing T-intersedion, which requires upgrading the traffic signal hardware. At the discretion of the City Engineer, those upgrades may include video vehicle detection, connecting the signal into the City traffic management center, and traffic signal controller upgrades to the satisfaction of the City Engineer. 36

03/28/2023 Item No.13.

Planning Commission
Vintage-Senior Apartments (PN 21 -1 5g)
January 18,2A23
A$achment 23
Parking Memoranduffl, dated Octoher 17,2A22

03/28/2023 Item No.13.
:f,3 ll.:F,,,?,tj..11;j il w r

MEMORANDUM
Date: October 17th,2022 TG: 1.21286.00
To: Steven Banks, CitY of Folsom
From: Mike Swenson - TransPo GrouP
Jessica Lambert - TransPo GrouP
cc: Jenifer Vangerpen - Vintage housing
Subject: Vintage Folsom - Parking Study
The fo1owing memorandum summarizes the parking demand analysis that was conducted for the propo.jO afflrdable agached senior housing development in the City 9J Folsom, CA- City staff brolUeA the following comment in response to the initial site plan application. . Parking: The submitted site plan indicates that I % on-site parking spaces are proposed for the 136-unit senior affordable living community (l :l paiking ratio). The Folsom Municipal code does not include any specific parking requirements with regard to senior affordable apartment communities. As a result a justification for the proposed parking ratio is requested (similar projects?). As part of the parking analysis, please provide information on the totalnumber of employees on the prciect site at any one time. Also, will employees have designated parking spaces? Projectspecific parking standards for this development can be accommodated throug h the Planned Development Permit'
Project DescriPtion
The proposed project is located in Folsom, CA and would include development of up to 136 aforiable attalnea senior housing units with up 136 on-sile parking s'talls. The project is trofiing to provide 98 1-bedrooir units and 38 2-bedroom units and would employ 3.5 fulltime employees.

Parking Requirements
The Folsom Municipal Code does not include any specific parking requirements with regard to senior affordable apartment communities. As noted in the City comments, parking requirements aie established through the Planned Development Permit process. The purpose of the following "nllyii"
ir to establis-h a parking supply for the proposed prorect based on similar projects and demind rates published in the ITE Parking Generation Manual' previous proposed senior adult attached housing developments in Folsom have proposed similar parkint tdtioi to the current proposal. T3bl9 1 p.rovides a summary of parking ratios for similar attacnid senior housing developments in the City'
12131 113th Avenue NE, Suite 203, Kirkland, wA 98034 | 425,821.3665 I transpot.ltt 'i ;i '.com

03/28/2023 Item No.13.

Table'l Historic Gity of Folsom Senlor Attached Housing Parklng Ratios Proroct Namo Number ol Units Total Parklng Spaces
Parklng Ratlo Supply
(spacesrunit)
Scholar Way Senior Housing
Avenida Folsom Senior Living
Revel Folsom
110
154
166
115
168
135

1.05 spaces/unit

1.09 spaces/unit

0.8'l spaces/unit
As shown in Table 1, while not specifically affordable housing units, lhe parking ratios range between 0.gl and ,1.09 spaces per unit. The proposed project is within the range of similar projects in the area.

Parking Demand Forecasts
Data was collected and submitted as part of previous applications in the City' Figure 1 - . summarizes the data that was submitied as part ollhe Parking Suruey Evaluation Revel Folsom Senior Living Community, Ubora Excellence, April 27 , 20181' Trblc l.l S unrtury
Feclllg Nrnr lcdo Tygcr
Na of
Uoitr
Totrl # ol
Prrklng
Strllr
Prrkd
Crr
Obrcrrcd
Prrling Strlt
to tirlt Rrrlo
{Strllr/tJnlt)
PrrkcdCrn to
Unllr R.do
(C.r'/thlt)
,4,lrium Carmichael 11. t5l ?6 49 0.50 : I 0.32 : I
Creelsidc 0aks Folsom IL 109 69 4n 0.63 : I 4!4 : I
Pa* Folsom Folsorn L 90 8l z7 0.92 ; I 0.30 : I

0.39 : I
Canpus Conrrpns Sacmtl*nlo IL t26 64 49 0.51 ; I
lVindurg Conrmnu Cgrrrichacl IL 102 ?8 5t 0.?6 : I 0.50 : I l.ll Domdo Estatcs l:l Dorado Hilk IL ll0 E5 7l 0.65 : t 0.55 . I Itrrtl Polrom Folrom IL r66 r35 0.* I
' lndepcndant Uving(tL)
Figure 1 On-Slle Parking Summary
As shown in Figure 1, the six observed facilities had parking demand ratios less than 0.60 vehicles per dwelling unit.

Additionally, peak parking demand for the proposed proiect was evaluated based on parking rates p;id;til ihe tTE parki-ng Generation Uqlu{ (Sth Edition) for the Senior Adult Housing - Attached use. The results are shown in Table 2'
Table 2. Parkinq Demand - ITE
Elemoni
Recidentlal
Unlts
Perk Parking
Demand Ratel
Peak Parfting
Demend
Propored
Parklng Supply
Ercers
Parking Stalls
Vintage Affordable 136 0.61 Per dwelling unit 83 136 +53 Senior

1. 2.

ITE
ITE LU#252, SeniorAdull Housing
sth Edirion ev€rage tala.
- Alteched
1 pa*ing Swvey Evaluation Revet Folsom Senior Living Community, Ubora Excellence, Aptil 27' 2018 2r.,;t
Hi

03/28/2023 Item No.13.

As shown in Table 2, the ITE average parking demand rate of 0.61 stalls per units results in an anticipated peak parking demand oi83 vehicles and could be accommodated in the proposed Juppfy ot tiO staits with-a surplus of approximately 53 stalls. The ITE d_emand rate is also cohbiitent with the rate observed as part of the Revel Folsom Parking Study. Table 2 demonstrates that there is adequate parking for the proposed senior housing project considering ne parking demand rates. Additionally, affordable housing developments typically result in lower pa*ing de-mand rates than market ratl developments; therefore, the resulting analysis should be considered conservative.

Summary/Justification
The proposed project would develop 138 affordable attached senior housing units with up. 136 on- rit" iaiiing stdl6. rne resulting pait<ing demand raiio of 1:1 stalls per unit is consistent with previouslyipproved developm-ents in lhe area. Additionally, as identified in this analysis, the propo""O p.ject is projected to have adequate parking supply to accommodate the peak parking demand.
3 7f-

03/28/2023 Item No.13.

Planning Commission
Vintage Senior Apartments (PN 21-159)
January 18,2423
Attachment 24
Parking Case $tudy, dated January 3,2023

03/28/2023 Item No.13.

VINTAGE SENIOR APARTMENTS

PARKING DEMAND CASE STUDY ANALYSIS
January 3,2423
Vintage Housing has requested their property management company, FPI Management, to perform case study of real time review of parking demand at seven existing Vintage owned Senior Apartment Communities that are similarly located in suburban settings. The seven Senior properties/projects are as follows:

1. Vintage at Bouquet Canyon; Santa Clarita, CA
264 Units & 181 Parking Spaces (0.69 Spaces per Unit)
1-bedroom = 182 & 2-bedroom = 82; Total Bedroom = 346 (0.52 spaces per Bedroom)

2. Vintage atThe Crossings; Reno, NV
230 Units & 175 Parking Spaces (0.76 Spaces per Unit)
1-bedroom = 140 & 2-bedroom = 90; Total Bedroom = 320 (0.55 spaces per Bedroom)

3. Vintage at Sanctuary; Reno, NV
208 Units & 100 Parking Spaces (0'48 Spaces per Unit)
Studio = 3 & l-bedroom = 205i Total Bedroom = 208 (0.48 spaces per Bedroom)

4. Vintage at Seven Hills; Reno NV
244 Units & 244 Parking Spaces (1'0 Spaces per Unit)
1-bedroom = 70 & 2-bedroom = 174; Total Bedroom = 418 (0,58 spaces per Bedroom)

5. Vintage at Bennett Valley; Santa Rosa CA
189 Units & 210 Parking Spaces (1"11Spaces per Unit)
1-bedroom = 125 & 2-bedroom = 54; Total Bedroom = 253 {0.83 spaces per Bedroom}

6. Vintage at NaPa; NaPa CA
115 Units & 52 Parking Spaces {0.54 Spaces per Unit)
1-bedroom = 109 & 2-bedroom = 5; Total Bedroom = 121 {0.51 spaces per Bedroom}

7. Seasons at Laguna; Elk Grove CA
222 Units & 158 Parking Spaces (0.71 Spaces per Unit)
l-bedroom = 150 & 2-bedroom = 72;Total Bedroom = 294 (0.54 spaces per Bedroom) property Management (Fpl) has been managing all seven properties for many years and is acutely aware of all management items of the seven properties listed above. Based on historical experience the peak demand for parking typically takes place after 8 PM. Property Management (FPl) performed a parking count on the following dates of September L9,2O22, or November L4,2022, afterthe 8 PM hour' Property Management (Fpl) reviewed parking demand and the projects above and reported back on the following questions:
go unused?
Attached to this letter is property Management (FPl) summary findings of Parking Demand at each of the Senior Apartment Proiects listed above.

Based on review of the Data for each senior Apartment project vintage Housing findings are as follows:

03/28/2023 Item No.13.

1. Vintage at Bouquet Canyon; Santa Clarita, CA (0.59 stalls per unitll}'szspaces per Bedroom) erojeit was noted to 6ave an onsite parking supply issue, not based on parking stalls being provided, however City code requires that 33 spaces (18%) be reserved by guests' Guest parking ,p..., at peak demand were going underutilized. FPI working with the City to allow for the use of tire guest parking spaces forlveinight parking by residents. FPI ongoing/continual efforts of collatorating with the City and assigning and enforcing parking rules and regulations parking is adequate with no on-street parking.

2. Vintage at The Crossings; Reno, NV (0.76 stalls per unit//0.55 spaces per Bedroom) Rroleit was noted to have no onsite parking supply issues. Based on counts 10-12 spaces go unused in the peak hours. However, it was noted on street parking is allowed and up to 4 residents choose to park on the street based on the proximity of the unit to on-street parking' FPI assigns parking and manages accordingly and FPI does not report any parking demand issues'

3. Vintage at sanctuary; Reno, NV (0.48 stalls per unit//0.48 spaces per Bedroom) proje& was noted to be experiencing a lack of onsite parking supply resulting in resident parking on the adjacent streets, On-Street parking is encouraged and altowed by the City in the zoning district. Fpl does report that onsite parking is assigned, and demand is high for these parking spaces. Through Fpl continual ongoing management and enforcement of parking, residents parking both onsite and/or on-street meets the demand of the project' FPI did note that all units in this project are either Studios or 1-Bedroom units'

4. Vintage at Seven Hills; Reno NV (1.0 stalls per unit/10.5S spaces per Bedroom) Rroleit was noted to have no onsite parking supply issues. FPI assigns parking and manages accordingly and Fpl does report during peak hours most if not all the parking stalls are utilized.

Fpl did identify this Senior Apartment Community does have a relatively high 2-bedroom unit mix (7I%l and based on this Fpl experience the 1 to 1 parking to unit ratio works fine based on the high 2-Bedroom count.

5. Vintage at Bennett Valley; santa Rosa CA (1.11 stalls per unit//0.83 spaces per Bedroom) project was noted to have no resident onsite parking supply issues and during peak demand there are several parking stalls not being utilized. FPI experience is that these routinely unused parking stalls do become a bit of a nuisance as these parking stalls tend to attract non-operable vehicles that are in violation of property management rules and in rare instances require towing. FPI did note at the main entry location periodic loading and unloading is an issue that is continually managed bY ProPertY management'

6. Vintage at Napa; Napa, CA {0.54 Spaces per Unit //0.51 spaces per Bedroom) project was noted to be experiencing a lack of onsite parking supply. This is resulting in residents/visitors parking on the adjacent local streets. FPI does report that onsite parking is assigned, and demand is extremely high for these parking spaces. Through FPI continual ongoing maiagement and enforcement of onsite parking by residents, FPI is able to manage the parking demand of the project. Fpl did note that this project has a relatively hieh 1-Bedroom count (95% units) and if there were more 2-Bedroom units parking would need to be restricted' 7 . Seasons at Laguna; Elk Grove, cA (0.71 Spaces per Unit llo.54 spaces per Bedroom) project r", not"d to be experiencing a lack of onsite parking supply resulting in resident parking on the adjacent streets. On-Street parking is currently being allowed by the city, FPI does report

03/28/2023 Item No.13.
that onsite parking is assigned, and demand is high for these parking spaces. Through FPI continual ongoing management and enforcement the parking of residents both onsite and on the street meets the demand of the project. FPI did note that this property has 2 large loading areas on both the west and east side of the and ownership/management discussions have taken place and studies would indicate that an additional 20 onsite parking spaces could be provided, Vintage Housing review, including assistance from Property Management (FPl), of both historical .rprri"n.. and real time data provided for the seven Case Studies includes a relatively wide range of oniite parking allocation range from the lower end of 0.48 stalls/unit (0.48 stalls/bedroom) to 1'11 stall/unit (g.gi stals/bedroom). ln this review it was noted that any parking analysis should consider both the total number of units and the actual unit mix of l-Eedroom to 2-Bedrooms. ln this review the high percentage of l-Bedrooms could support a lower demand for parking ratio and a high percentage of 2- Bedrooms yielded a higher demand parking ratio. Furthermore, based on zoning districts the City's desire for allowing on-street parking should be considered'
Based on both experience and data provided to determine adequate onsite parking is provided for residents/guests/employees, doing any analysis of parking based on total number of units could be misleadinjas parking demand for l-bedroom and 2-bedroom can vary widely. lnstead for the purpose of this analyiis we used the number of bedrooms to analyze parking demand. Based on the Data provided the average parking to bedroom ratio was 0.57 parkin6 spaces per unit. Vintage Housing upon review of this data inquired with Rroperty Management (FPl) should a parking ratio of 0,60 spaces per bedroom be provided for each of the six projects listed would this resolve any onsite parking demand issues. Property Management {Fpl) after performing an analysis qf the potential increase in number of parking spaces for six of the seven properties property Management (FPl) indicated that the additional parking spaces onsite would meet the demand for residents/guest /employees.

The proposed Natoma Senior Apartments being a 135-unit Senior Residential Apartment {98 1-Bedroom (72%l and 3g 2-Bedrooom (28%)) and providing 136 parking spaces at ration of l-spacell-unit or 0.78 ipacelbedroom provides more than the 0.50 spaces per bedroom as analyzed above. Natoma Senior Apartment parking ratio provided of 0.78 spaceslbedroom will yield an onsite parking facility that should exceed the demand of the proposed Senior Apartment complex to included residentslguests/employees.

03/28/2023 Item No.13.

VINTAGE SENIOR APARTMEI'ITS
SUMMARY PARKING DEMAND CASE STUDY AI{ALYSIS
3-Jan-23
l,o*,,o*PROPERfi
TOTAL
UNITS
TOTAL

PARKING
STALIS

PARKING/UNIT
RATIO # 1-3ED %I.BED # 2.BED % 2.BED
TOTAT

SEDROOMS

PARKING/

BEDROOM
RATIO
yintase at Bouquet Canvon lSanta Clarita, CA 264 181 0.69 182 69% a2 31% 346 0.52 Itniie!at lhe crossines lReno. NV 230 175 0.75 140 6t% 90 39'l 320 0.55 Ulntale at Sanctuaru lReno, NV 208 1m 0.48 208 100% 0 096 208 0.48 ffiorrrv 244 244 1.00 7A 29% 174 71% 414 0.s8
ylntare at Bennett Vallev lSanta Rosa CA 189 zLO 1,11 LZt 55% ffi 349r 2s3 0.E3 Ylntare at Naoa lNapa CA 115 52 0.54 109 95% 6 5% 7ZL 0.51 Seasons at Laruna lElk Grove CA 222 158 0.71 150 68To 72 32% 294 0.54 lFolsom CA 136 135 1.00 98 729l 38 287o 174 0.78

03/28/2023 Item No.13.

FPI MANAGEM=NT
cuLfuRE GROUNDED lN H.E.A.R r.4
Parking Study
Week of: September 19,2A22
Vintage at Bouquet Canyon
Santa Clarita, CA
Q: How many apartment homes and parking spaces do you have at your property? o 264 total apartment homes
r 181total spaces = 0.69 ratio (stalUunit)
. lbedroom=182
r 2bedrooms=82
o 0.52 ratio {stalUbedroom}
Q: Do you have parking Problems
r Yes. Mostly due to city requiring 33 spaces for "guest parking"' e: ls your parking lot underutilized? Meaning do you have extra spots in the evening after 8 PM that go unused.
r During a recent study, management counted, most if not all spaces occupied during this time period.

Q: Are your residents parking off site (on streets). For senior projects only . lt doesn't appear that residents are parking on the city streets 800 tron point Road.Folsom, California, 95630.www.fpimgt.com'PH:916-357'5300'FX: 916-357-53'12

03/28/2023 Item No.13.

FPI MANAGEMENT
cu LTU RE GROU N DED lN H.E.A.R r.q
Parking StudY
Week of: September 19,2O22
Vintage at The Crossings
Reno, NV
Q: How many apartment homes and parking spaces do you have at your property? . 230 totalapartment homes
. 175 total spaces = O]6 ratio {stalUunit)
o lbedroom=140
. 2bedrooms=90
o 0.55 ratio (stalllbedroom)
Q: Do you have parking Problems
. No issues with parking. Many of our residents do not own a car. We have many services within walking distance of the property for their convenience' e: ls your parking lot underutilized? Meaning do you have extra spots in the evening after 8 PM that go unused.
r yes, we have open spaces. lt varies at different times, During a recent study, management counted 10-12 available parking spaces.

Q: Are your residents parking off site (on streets). For senior projects only. . Approximately 3-4 residents park on the street by choice. This is not required based on frequent open Parking available.
g00 tron point Road.Folsom, California, 95630.www.fpimgt.com'PH: 916-357-5300' FX: 916-357'5312

03/28/2023 Item No.13.

FPI IVANAGEMENT
CULTURE GROUNDED lN H.E.A.R.T-q
Parking StudY
Week of: September 19,2022
Vintage at Sanctuary
Reno, NV
Q: How many apartment homes and parking spaces do you have at your property? o 208 total apartment homes
o 100 total spaces = 0.48 ratio (stall/unit)
r Studio = 3
. lbedroom=205
. 0.48 ratio (stall/bedroom)
Q: Do you have parking Problems
r Yes. We have many seniors with cars.
e: ls your parking lot underutilized? Meaning do you have extra spots in the evening after 8 PM that go unused.
r During a recent study, management counted all parking spaces were occupied.

Q: Are your residents parking off site {on streets). For senior projects only r Yes, residents park on the street.
800 lron point Road.Folsom, California, 95630.www.fpimgt.com'PH: 918-357-5300' FX: 916-357-5312

03/28/2023 Item No.13.

FPI MANAGEN4ENT
CULTURE GROUNDED lN H.E.A.R -r.q
Parking Study
Vintage at Seven Hills
Reno, NV
Q: How many apartment homes and parking spaces do you have at your property? t 244 total apartment homes
t 244totalspaces = 1.0 ratio {stalUunit}
e lbedroom=70
. 2 bedroom=I74
. 0.58 ratio (stall/bedroom)
Q: Do you have parking Problems
o No issues with parking.
e: ls your parking lot underutilized? Meaning do you have extra spots in the evening after 8 PM that go unused.
o During a recent study, management counted most if not all parking spaces were occupied.

Q: Are your residents parking off site {on streets). For senior projects only I No, residents do not park on the street.
800 lron point Road,Folsom, California, 95630.www.fpimgt.com'PH: 916-357-5300' FX: 916-357'5312

03/28/2023 Item No.13.

FPI MANAGEMENT
cuLTURE GROUNDED lN H.E.A.R r.q
Parking Study
Week of: November 14,2O22
Vintage at Bennett ValleY
Santa Rosa, CA
Q: How many apartment homes and parking spaces do you have at your property? r 189 total apartment homes
. ZLO total spaces = !.L1. ratio (stall/unit)
o tbedroom=125
r 2 bedroom =64
r 0.83 ratio (stall/bedroom)
Q: Do you have parking Problems
r Periodic loading and unloading parking violations by the Leasing office. e: ls your parking lot underutilized? Meaning do you have extra spots in the evening after 8 PM that go unused.
r During a recent study, there are a lot of open spaces near the north side of the property.

Q: Are your residents parking off site (on streetsl. For senior projects only I No, residents do not park on the street.
800 lron point Road.Folsom, California, 95630.www.fpimgt.com'PH: 916'357-5300' FX: 916-357-5312

03/28/2023 Item No.13.

FPI MANAGEMENT
cuLfuRE GROUNDED lN H.E.A.R r.q
Parking Study
Week of: November 14,2O22
Vintage at Napa
Napa, CA
Q: How many apartment homes and parking spaces do you have at your property? o 115 total apartment homes
c 62 total spaces = 0.54 ratio {stalUunit}
r lbedroom=109
. 2bedrooms=5
o 0.51 ratio (stall/bedroom)
Q: Do you have parking problems
o Yes, not enough parking for the number of resident cars and caregivers. e: ls your parking lot underutilized? Meaning do you have extra spots in the evening after 8 PM that go unused.
o No, parking is alwaYs full.

Q: Are your residents parking off site {on streets)' For senior projects only. r Yes. Parking along side street
800 lron Point Road.Folsom, California, 95630.www.fpimgt.com.PH: 916-357-5300' FX: 916-357-5312

03/28/2023 Item No.13.

FPI MANAGEMENT
CULTURE GRCUNDED lN H.E.A.R.T-q
Parking Study
Week of: November 14,2022
Seasons at Laguna
Elk Grove, CA
Q: How many apartment homes and parking spaces do you have at your property? o 222 totalapartment homes
. 158 total spaces = O.7! ratio (stall/unit)
. lBedroom=150
r 2 Bedroom=72
r 0.54 ratio (stalUbedroom)
Q: Do you have parking Problems
r yes, not enough parking for the number of resident cars and caregivers. e: ls your parking lot underutilized? Meaning do you have extra spots in the evening after 8 PM that go unused,
. No, parking is alwaYs full.

Q: Are your residents parking off site {on streets). For senior projects only . Yes. Parking along side street
800 tron point Road.Folsom, California, 95630.www.fpimgt.com'PH: 916-357'5300' FX: 916-357-5312

03/28/2023 Item No.13.

Planning Commission
Vintage Senior Apartments (PN 21-159)
January 18,2023
Attachment 25
lnitial Study, Mitigated Negative Declaration, and
Mitigation Monitoring and Reporting Program,
dated November, 2022 (electronic version
available for viewing at
www.folsom. ca.us/qovernme nUcommunitv-
develomenUnlanninu rvices/current -oro GGt'
info tion

03/28/2023 Item No.13.

Vintoge of Folsom Senior Aportments
Initiol Study/Mitigoted Negotive Declqrotion
Preparedby-
Clty of Folcom
Communlty DeveloPmenl DePodmenl
50 Notomo Slreet
Folsom, CA 95630
Wifh technicol supPorl from:
llEL|X Envlronmenlol Plonnlng, lnc.

I1 Notomo Street' Suite 155
Folsom, CA 95630
November 2022

03/28/2023 Item No.13.

This page intentionally left blank

03/28/2023 Item No.13.

TABLE OF CONTENTS
Section

1.0 2.O

3.0 Page
TNTRODUCTION .............. """"1
PROJECT 8ACKGROUND................ """'"""'1
PROJECT DESCRIPTION "";""""""" """""'2

3.1 Project Location ""''"'2

3.2 Project Setting and Surrounding Land Uses """""" """""""""2

3.3 Project Characteristics...........""" """""'"""""""'2

3.3.1. Parking and Circulation..""""""""' """"""""""'3

3.3.2. Utilities........ """""""' 5

3.3.3. Sustainability Features.'..... """"""' 5

3.3.4, Trash/Recycling.""'.'...'.... """""""" 5

3.3.5. Fencing and Signage """""""""""' 5

3.3.6. Amenities and Landscaping """""""' """"""""" 5
g.4 Construction and Phasing ' """"""" 6

3.5 City Regulation of Urban Development"""""""""' """"""""' 6

3.5.1. General P1an.."..."'..'.' """"""""""" 6

3.5.2. Zoning Ordinance.... """"""""""""' 6

3.6 Other City Regulation of Urban Development"""""""""" """""""""""""' 7 7 3.6.L. com mu n ity Development Department Standard construction cond itions'

3.6.2. City of Folsom Municipal Code """""" """""""" 8

4.0 PROJECT OB.IECTIVES .,.9

5.0 REqUIRED APPROVALS """""'9

6.0 PREVIOuS RELEVANT ENVIRONMENTALANAIYSIS"""""""' """""'10

6.1 City of Folsom General P|an """""""

6.2 Tiering """"""""""" 10

7.O ENVIRONMENTAI FACTORS POTENTIALIY AFFECTED """"""""' """"""""""""11

7.1 DETERMINATION ..,.".....". """""" 12

8.0 ENVIRONMENTAT INITIAL STUDY CHECKLIST... ....""""13 I. AESTHETICS
L4
1l AGRICULTURE AND FORESTRY RESOURCES''".''"....,... """"'"T7 III. AIR QUALITY 19

03/28/2023 Item No.13.
lv.

V,
vt.
vll.
vill.
tx.
x.
xt.
x[.
xilt.

XIV.

XV.

XVI.

XVII.

XVIII
XIX.

BIOLOGICAL RESOURCES 27
CULTURAL RESOURCES ..'..""""""40
ENERGY .r....'.'...,'!.',,'; """"""""""' 55
GEOLOGY AND SOILS '.""""""""" 58
GREENHOUSE GAS EMISS]ONS............. .'.",.""" 63
HAZARDS AND HAZARDOUS MATERIALS.,."....'"'" ,.,.,,,"",.,,,..72 HYDROLOGY AND WATER QUALITY""..' ",.,,..,..,75
LAND USE AND P1ANN1NG...............' '.'.....'...."" 81 MTNERAL RESOURCES. .""""""""' 83
NOISE .......... """""'"' 84
PoPULATION AND HOUS|NG.....,......."... '.'.'.""' 94
puBlrc sERVlcEs..... '......"...'."...."' 96
RECREATION """"""' 99
TRANSPoRTATIoN """"""" """"100
TRTBAL CULTURAL RESOURCES. ....."..".."""""712
UTILITIES AND SERVICE SYSTEMS """""""""" 117
LzI
t23
L27
XX. WILDFIRE..,..

XXI. MANDATORY FINDINGS OF SIGNIFICANCE

9.0 10.0

11.0 MITIGATION MONITORING AND RE PORTING PROGRAM...
tNrrAL sruDY PREPARERS..............." ""127
REFERENCES ""t28
il

03/28/2023 Item No.13.
7 2
3 4
5 6
7 8
9 10

LIST OF FIGURES
Vicinity MaP
AerialMap
Site Plan
Architectural Rendering-View from Natoma Street North
Architectural Rendering-View from Natoma Street at Entry Architectu ral Rendering-View f rom Bi ke Tra il West
Architectural Rendering-View from Bike Trail East
Architectural Rendering-Site Sections
Architectural RenderinS-Site Sections
Tree lmpact Plan

LIST OF TABLES
No. Title Pase
Table 1. Neighboring Land Uses."' """"""""""""""2
Table 2. Summary of Project Features...,...';"r""!!""""" """""""' 3 Table 3. city of Folsom Municipal code Regulating construction and Development '....'..."'."'.""""""""' 8 Table 4. Sacramento Valley Air Basin -- Attainment Status""""" """""""'.l"" 20 Table 5. constructiOn criteria Pollutant and Precursor Emissions """""""""'24 Table 6. Maximum Daily Operational Emissions"""""""""' """'24 Table 7: On-Site Tree Designation ..'...'..'.'" ""'""""' 35 Table 8. Tree Replacemeni Equivalency Table """' 38
Table g.Previous Studies Conducted within O'S-Mile of the APE """"""" """'48 Table 10. Previously Recorded Cultural Resources within 0.5-Mile of the APE """"""" """ 50 Table 11. Previously Recorded Cultural Resources within 0'5-Mile of the APE """"""""""""'""""""""' 55 Table 12. Construction Energy Summary.."' """""' 56
Table L3. Operational energy Summary.'." """""" 57
Table 14. Construction GHG Emissions....."""""" """"""""""""67 Table 15. Operational GHG Emissions ...""""""" """""""""""" 57 Table 15. city of Folsom Municipal code sections Regulating the Effects on Hydrology and water Quality from Urban Development'...".'..,,..'.... """"""""""'77
Table 17. Peak Discharge Rates (Downstream from the Project Site)'............ """'"""""""" 79 Table 18. Noise Measuiement Results """""""""'86
Table 19. PM Peak Hour Traffic Volumes """""""'87
Table 20. HVAC Gondenser Noise Data (SWL dBA)""""""' """""88 Table 21. Off-Site Traffic Noise Levels """"""""""90
Table 22. Operational HVAC Noise """"""""""""'90
Table 23. Building Exterior Noise Levels """"""""' 91
Table 24. Level-of-service criteria for signalized lntersections '...,""""""""' 101 Table 25. Level-of-service criteria for Unsignalized lntersections .......""... """""""""""" 103 Table 26. Existing 2022 lntersection Delay and Level-of-service '...'.."""""" 105 Table 2T.Project Trip Generation" """""""""""' 105
Table 2g. Baseline 2022 lntersection Delay and Level-of-service, with and without Projea ...'..""""""107

03/28/2023 Item No.13.

A
B
c
D
E
F
G
H
I
J
K

LIST OF APPENDICES
Figures
lir Quality Modeling Results and Greenhouse Gas Reduction strategy consistency checklist Arborlst Report
Biological Resource and Wetland Evaluation
Cultural Resources Assessment
Geotechnical Engineering StudY
Preliminary Drainage and Storm Water Quality Report
Noise and Vibration Assessment
Transportation lmpact Study and Parking Fvaluation
iribal Cultural Resources Memorandum
Mitigation Monitoring and Reporting Program
tv

03/28/2023 Item No.13.

ACRONYMS AND ABBREVIATIONS
AB
APN
AWSC
BMP
CAA
CAAQS
CARB
cBc
CCAA
CDFW
CEQA
CESA
CHa
co
COa
CNDDB
CNEL
CNPS
CRHR
cwA
dB
dBA
DBH
DTSC
EBC
EIR
EO
EPA
EPAP
EVCS
FEMA
FESA
GHG
GWh
GWP
HFC
HVAC
ISMND
ITE
LOS
LSAA
MBTA
MHD
MLD
Assembly Bill
Assessors Parcel Number
All-Way StoP Control
Best Management Practices
Clean Air Act
California Ambient Air Quality Standards
California Air ReSources Control Board
Ca lifornia Building Code
California Clean Air Act
California Department of Fish and Wildlife
California Environmental Quatity Act
California Endangered Species Act
Methane
Carbon Monoxide
Carbon Dioxide
California Natural Diversity Database
Community Noise Equivalent Level
California Native Plant SocietY
California Register of Historic Resources
Clean Water Act
Decibels
A-weighted Decibel
Diameter at Breast Height
Department of Toxic Substances Control
East BidwellCorridor
Environmental lmPact RePort
Executive Order
U.S. Environmental Protection Agency
Existing plus APProved Project
Electric vehicle charging station
Federal Emergency Management Agency
Federal Endangered SPecies Act
G reenhouse Gas Emissions
Gigawatt hours
Global Warming Potential
Hydrofluorocarbons
Heating, Ventilation and Air Conditioning
lnitial study/Mitigated Negative Declaration
lnstitute of Transportation Engineers
Level of Service
Lake and Streambed Alteration Agreement
Migratory Bird Treaty Act
Multi-FamilY High Density
Most Likely Descendent

03/28/2023 Item No.13.

MMRP
MPH
MTP
NAAQS
NAHC
NCrC
NOX
NPDES
NRCS
NRHP
NrO
OHP
OPR
OSHA
Oa
PACE
PD
PFC
PG&E
PM
PRC
ROG
RWQCB
SB
scs
sf
SFs
slP
SMAQMD
SMUD
ssc
sso
sTc
SWITRS
SWPPP
SWRCB
SVAB
TCR
Tt5
TNM
TWSC
UAIC
USACE
USFWS
USGS
VMT
WL
Mitigation Monitoring and Reporting Program
Miles per Hour
Metropolita n Transportation Pla n
National Ambient Air Quality Standards
Native American Heritage Commission
North Central lnformation Center
Nitrogen Oxides
National Pollution Discharge Elimination System
Natural Resources Conservation Service
National Register of Historic Places
Nitrous Oxide
Office of Historic Preservation
Governo/s Office of Planning and Research
Occu pationa I Safety a nd Hea lth Administratlon
Ozone
Property Assessed Clean EnergY
Planned Development
Perfluorocarbons
Pacific Gas & Electric
Particulate Matter
Public Resources Code
Reactive Organic Gases
Regional Water Quality Control Board
senate Bill
Sustainable Communities Strategy
Square foot/feet
Sulfur Hexafluoride
State lmplementation Plan
Sacramento Metropolitan Air Quality Management District Sacramento Municipal Utllities District
Species of Special Concern
Sanitary Sewer Overflows
Sound Transm ission Class
Statewide lntegrated Traffic Records System
Stormwater Pollution Prevention Plan
State Water Resources Control Board
Sacramento ValleY Air Basin
Tribal Cultural Resources
Transportation lmPact StudY
Traffic Noise Model
Two-Way StoP Control
United Auburn lndian CommunitY
U.S. ArmY CorPs of Engineers
U.S. Fish and Wildlife Service
U.S. Geological SurveY
Vehicle Miles Traveled
Watch List
vt

03/28/2023 Item No.13.

Vintage at Folsom Senior Apartments ISMND

1.0 INTRODUCTION
Vintage at Folsom, Lp (Applicant) proposes to develop the Vintage at Folsom Senior Apartments Project (proposed project), which includes construction and operation of a 136-unit, affordable senior (i.e', age- restricted) rental housing community on an estimated 4.86-acre site. The site is located at 103 East Natoma Street, approximately 350-feet (ft) northeast of the intersection of Fargo way and Natoma Street in the City of Folsom.

This lnitial Study addresses the proposed project and whether it may cause significant effects on the environment. These potential environmental effects are further evaluated to determine whether they were examined in the Folsom General plan 2035 Environmental lmpact Report (ElR; 2018). ln particular, consistent with public Resources Code {pRC} 921083.3, this lnitial Study focuses on any effects on the environment which are specific to the proposed project, or to the parcels on which the project would be located, which were not analyzed as potentially significant effects in the General Plan ElR, or for which substantial new information shows that identified effects would be more significant than described in the previous ElRs. For additional information regarding the relationship between the proposed project and the previous ElRs, see Section 6 of this lnitial Study' The lnitial Study is also intended to assess whether any environmental effects of the project are susceptible to substantial reduction or avoidance by the choice of specific revisions in the project, by the impoiition of conditions, or by other means I515152(bx2)l of the California Environmental Quality Act {ciaA) Guidelines. lf such revisions, conditions, or other means are identified, they will be identified as mitigation measures.

This tnitial Study relies on CEQA Guidelines $15064 and 15064.4 in its determination of the significance of environmental effects. According to 515064, the finding as to whether a project may have one or more significant effects shall be based on substantial evidence in the record, and that controversy alone, withouisubstantial evidence of a significant effect, does not triS8er the need for an ElR.

2.A PROJECT BACKGROUND
The proposed proje6 is comprised of Assessor Parcel Number (APN)071-0320-042 in Sacramento County, California. The following proJect specific technical reports or surveys were used in preparation of this lnitialstudy and are incorporated by reference:
r Biological Resources and Wetland Evaluation Letter Report by HELIX (October 2020)' r Cultural Resources Assessment by HELIX (March 2022)'
r Geotechnical Engineering Study by Youngdahl Consulting Group, lnc' {December 2O2Ll. e Traffic lmpact Study by T. Kear Transportation Planning & Management, lnc' {February 2022)' o Arborist lnventory Letter Report by HELIX {March 2022)' r Air euality Assessment, Greenhouse Gas Emissions Analysis by HELIX (April2O22l, r Noise lmpact Analysis by HELIX (May 2022)'
r Tribal Consultation Record for Compliance with Assembly Bill 52 and CEQA, prepared by ECORP Consulting, lnc. (June 2022).
r preliminary Drainage and Storm Water Quality Report by TSD Engineering, lnc. (August 2022)' 1

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3.0 PNOJECI DESCRIPTION

3.1 Proiecl Locqlion
The project site is located at 103 East Natoma Street, approximately 350-ft northeast of the intersection of Fargo Way and Natoma Street, in the City of Folsom (City) in Sacramento County, California. The project site is approximately 4.86-acres and is identified as Assessor's Parcel Number (APN)071-0320- 042. The project site frontage is along East Natoma Street. The site is located within Rios de los Americanos Land Grant (Mount Diablo Base and Meridian, United States Geological Survey 7.5-minute "Folsom euadrangle"). Refer to Figure 1 for the Vicinity Map, Figure 2 for the Aerial Map, and Figure 3 for the Site plan (Note: Allfigures are located in Appendix A). The property is owned by Vintage at Folsom, LP.

3.2 Project Setllng ond Surrounding lond Uses
The triangle shaped project site is currently vacant and undeveloped. The project site is considered to be blue oak woodland, surrounded by urban development. Historic aerial imagery shows that the project site has changed little since 1952 and habitat typeslvegetation communities in the project site include blue oak woodland and ephemeral and intermittent drainages. The site is moderately disturbed' There is evidence of recreational use by bicycles and the site has a constructed dirt track with several constructed dirt ramps and jumps for bicycles, presumably constructed by children from the adjacent residential neighborhood. lt also has debris piles and other evidence of use by transients' The terrain in the project site and vicinity is locally flat. The elevation on the project site ranges from 350- to 370-ft above mean sea level (amsl| and has low to moderate slope from east to west' Folsom State Prison is located immediately north of the site, along Prison Road. East of the project site is single family homes along Cimmaron Circle, and south of the project site is Pacific Gas & Electric (PG&E) powerlines, single-family homes, and duplexes. West of the project, along Fargo Way, is office space and across from Fargo way is the Folsom City Police Department.

Neighboring land uses are summarized in Table 1.

Table 1. Land Uses
Dlrcctlon land Use
North Prison Folsom State Prison
East Cimmaron Homes
South PG&E si Fa
West Fa , Office Folsom Police rtment

3.3 Project Choroclerislics
The proposed project is a 135-unit, affordable senior (i.e., age-restricted) rental housing community with a mix of one- and two-bedroom units in a three-story building. All 136-units would be Age Restricted Senior {+60 age restricted} Affordable Apartment as defined by the State and City requirements with 14 of the units offered to seniors with incomes at or below 30 percent of area median income {AMl} and 122-units would be available to seniors with incomes at or below 60 percent 2

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of AMl. The project site would include surfaced driveways and parking spots surrounding the proposed building to accommodate 136 parking stalls. The site would also include 28 bicycle parking spaces, landscaping, and indoor and outdoor amenities. Table 2 provides a summary of all pervious and impervious project features on the 4.86-acre site.

Table 2. Summary of Proiect Features
The proposed three-story apartment building would include 98 one-bedroom units and 38 two-bedroorn units. Residential units would range from approximately 552- to 748-square feet (sf) each. Each unit would be designed with a full kitchen, living space, kitchen/dining, bathroom, laundry, and a balcony. ln- unit amenities would include dishwashers, garbage disposals, refrigerators, in-unit laundry, patios, and/or decks. Furthermore, 15 percent of the units would be set aside for persons with disabilities' Apartment units are planned on each of the three levels of the building and would be accessible from the hallway corridors. Entrances to the building would be located on each side of the irregularly shaped building. Maximum projected building height would be less than 34-ft with architectural elements ranging from 40-ft, 5-inches to up to 42-ft, 6-inches from grade' Community amenities would include an estimated 2,500-sf community center on the ground floor, as well as a game room, a library room, exercise room and a craft room. A leasing office, electrical room, maintenance room, and trash room would also be located on the ground floor. Additional amenities on the project site would include outdoor seating and dining areas, perimeter walkways, a bocce ball court, bike racks, picnictables with umbrellas, outdoor barbeques/ kitchens, and 5-ft benches, Landscaped areas with various trees and shrubs would surround the parking area and the proposed building.

3.3.1. Porking ond Circulqlion
primary vehicle access to the site would be from a proposed main access driveway (35-ft) on East Natoma Street, across from Prison Road. The main entrance would modify the existing three-way signalization intersection at East Natoma Street and Prison Road, into a four-way signalized intersection.

An additional right only ingress/egress driveway (27-ft) would be located on the northeastern corner of 3 Proie* Feature fr;reagel Percemageof Tdal Slte
Landscape (Pervious Area) 2.318(47.69%l
Bioretention (Pervious Area) 0.045 (o.92oAl
Parking Lot {lmPervious Area) t.289126.520/0l
Hardscape ( lmpervious Area) o.3s7 (7.34%|
Building {lmpervious Area) 0.8s2 (17.s3%)
Total 4.861{100%}

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the project site, with no traffic signal control. The main access driveway (35-ft) would wrap around the proposed building and connect with the additional egress/ingress point. The circulation driveway would range from 27- to 36-ft wide with parking spaces on either side. Turnarounds for emergency vehicle access would have an inner turning radius of 25-ft and an outer turning radius of 50-ft.

Oak parkway Trail, a Class I Bikeway, surrounds the project site. This biking trail would enter the southwestern corner of the site boundary. Within the site boundary, the Oak Parkway Trail would be realigned and connected to a concrete sidewalk proposed for the proiect. The conoete sidewalk would extend around the southern parking area and connect to the existing oak Parkway Trail section located south of the site borlndary. The realignment would add a pedestrian connection to the existing Oak parkway Trail. Additional proposed concrete sidewalks would be located at the frontage of the projecl site and would provide a sidewalk extension to Cimmaron Circle and would connect to internal sidewalks proposed around the building. These concrete sidewalks would provide walking paths for residents.

The proposed project would include 1.36 parking spaces in asphalt paved areas surrounding the proposed building. The parking supply includes 92 standard spaces (including 37 carport parking spaces), 10 compact parking stalls, 16 standard accessible stalls, four van accessible stalls, 12 standard electric vehicle charging station (EVCS) stalls, and two loading EVCS stalls. The electric vehicle charging spaces would be approximately 10.3 percent of the total parking spaces, which meets the electric vehicle charging station requirement outlined by CalGreen (Title 24, Part 11). Proposed parking is provided at a ratio of spaces Per unit of 1:1'
The total parking area square feet excluding the carport areas would be 52,525-sf. The Folsom Municipal Code {FMC, Section Li.57 c (3} Planters, Landscaping} states that tree shall be interspersed through the parking area so that in 15 years, 40 precent of the parking lot will be in shade at high noon. ln addition, the new California Green Code requires a project's parking lot area needs to provide 50 percent shade coverage within 15 years. Within the project site, the total shaded area would be 25,759-sf, which is approximately 50.9 percent of the total parking lot square footage, exceeding the minimum shade requirements of the Folsom Municipal code and the california Green code' The applicant proposes a parking supply of 135 spaces to correspond tothe development being age- restricted to seniors over 60 years of age and occupied with a population that typically has fewer drivers and a lower rate of vehicle ownership compared to conventional (family) multi-family communities. The reduced parking demand of age-restricted communities is also the result of reduced household sizes occupied by residents who no longer drive vehicles or who less frequently drive vehicles. Additionally, The iolsom Municipal Code does not address specific parking standards for senior residential uses.

Formerly approved senior apartments project (for both Market Rate and Affordable) have varied from

0.81 parking stalls per unit to 1.09 parking stalls per unit' Additionally, the Folsom Municipal Code requires one bicycle parking space for every five residential units. with 136 residential units, the project requires 27 bicycle parking spaces. Bike racks would accommodate 28 bicycle parking spaces on the eastern side of the project site, east of the proposed building.
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3.3.2. Ulilitles
proposed utilities include domestic water, sewer utilities, fire service line and fire water main, primary andsecondary electricity lines, storm drain line, telephone/cable line, and gas line. Electrical, telephonelcaLle, and gas lines would be connected to existing facilities within the same vicinity of the project site, on East Natoma Street. All on site sewer utilities and water utilities (fire, domestic, and iniiation) are to be privately owned, operated, maintained, All public water within the site boundary *outa U" constructed in accordance with the City of Folsom water design standards and water construction details as a condition of approval. On-site water supply would be connected to the Zone 3 Cimmaron pressure zone located off-site. On-site sewer utilities would connect with a publicly owned sewer collection system off-site. Proposed fire hydrants are located throughout the project site. Along the frontage of the site, a 12.5-ft public utility easement would be installed for overhead or undergrou nd facilities.

3.3.3. SustqlnqbilitY Feolures
The project design incorporates sustainable features consistent with General Plan Goal LU 9'1 and the california Green Building standards code (calGreen). The project would exceed the 2019 california Building Energy Efficieniy Standards (Title 24, Part 5) by 15 percent or more' The project provides 10 percenielectric vehicle parking spaces (14), which is consistent with CalGreen standards. Cool paving features would be incorporated in the project site such as shade trees (39.3 percent), sidewalks/patios (24.9 percent), and parking stal/trash apron (4 percent), for a total reduction of 68'2 percent' This exceeds the minimum 50 percent reduction of nonroof heat islands on the project site, A cool roof would be installed per CalGreen/California Building Code (CBC) and a solar array is proposed for the asym metrical, gabled rooftoPs.

3.3.4. Trosh/Recycling
A city standard trash enclosure would be enclosed with a trellis cover. The trash enclosure would have refused bins for recyclables, organics, and general waste. The trash enclosure would be located in the southeastern aorn"1 of the project site. Additionally, a trash room would be located on the ground floor of the proposed apanment building'

3.3.5. Fencing ond Signoge
An g-ft masonry wall is proposed on the eastern side of the project site, behind the single-family residences. The masonry wall would tie into an existing wood fence that runs along the eastern boundary line. A 6-ft-tall monument sign would be placed adjacent to the main access driveway, along East Natoma Street.

3.3.6. Amenitles ond Lqndscqplng
Community amenities would include an estimated 2,500-sf community center on the ground floor, as well as a game room, a library room, exercise room and a craft room. Additional amenities on the project site would include outdoor seating and dining areas, perimeter walkways, a bocce ball court, bike racks, picnic tables w1h umbrellas, outdoor barbeques/ kitchens, and 6-ft benches. The proiect is 5

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located just over one mile to East Bidwell and the Historic Folsom District which offers a variety of shopping centers, mercantile services, restaurants, state parks, and l-ight Rail Transit Access' Landscaping would be designed to complement the buildings and make a positive contribution to the overall aesthetic of the site. The project would preserve key open space areas, including existing oak Groves and portions of perennial creeks, through an interactive landscape design process' Within the property site, 30- to 35-ft diameter shade trees, 25-ft diameter shade trees, accent trees, screen shrubs, foundation shrubs, accent shrubs, groundcovers, and bio infiltration species would be planted' Under existing conditions, the runoff from residential properties located east of the property flows onto the property site. This offsite runoff would be intercepted by proposed landscaped swales within 15-ft landscape planters along the eastern boundary of the property' This runoff would then be redirected towards East Natoma Street and would enter the public storm drain system. Additionally, eight bio- retention planters are proposed throughout the project site to manage stormwater runoff'

3.4 Conslruction ond Phosing
The project would be graded and constructed in a single phase. Construction would likely begin in spring 2023 and would take approximately 18 months to complete'

3.5 City Regulolion of Urbon Developmenl

3.5.1. Generol Plon
The site is designated as professional office (Po) in the Folsom 2035 General Plan. The Po designation provides for low-intensity business and professional offices that are compatible with higher-intensity residential uses.

3.5.2. Zoning Ordinonce
The zoning designation of the site is in the Business and Professional {BP} District. According to Section

17.22.3}of the Folsom Municipalcode, the BP zoning district generally permits office building and related uses such as banks, doctor's offices, general business office, and general uses' The purpose ofa Bp zoning district is to provide an area for business and professional office and compatible related uses.

This zoning district is intended to promote a harmonious development of business and professional office areas with adjacent commercial or residential development. However, Senior citizens (Age 55+) residential complexes are considered a permitted land use within the BP zoning district upon approval of a Conditional Use permit by the Planning Commission according to FMC Section 77.22'03OEl' Entplement requests for this project include a Planned Development Permit (PD) Permit and a Conditional use permit. The purpose of the pD Permit is to allow for greater flexibility in the design of integrated developments than otherwise possible through strict application of land use regulations. with the pD permit, the project's site plan, elevations, and overall project design would be evaluated, and specific development standards would be defined. A Conditional Use Permit is required to allow for development of senior apartments on the project site based on the BP PD zoning designation.

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3.6 Olher Clty Regulollon of Urbqn Developmenl

3.6.1. Community Development Deporlment Stondord Conslructlon Condilions The City's standard construction requirements are set forth in the City of Folsom, Community Development Standard Construction Specifications updated in July 2020. A summary of these requirements is set forth below and incorporated by reference into the project description. Copies of these documents may be reviewed at the City of Folsom, Community Development Department, 50 East Natoma Street, Folsom, California 95630.

The Department's standard construction specifications are required to be adhered to by any contractor constructing a public or private project within the City. lJse of Pesticiles - Requires contractors to store, use, and apply a wide range of chemicals consistent with all local, state, and federal rules and regulations.

Air pollution Contro!- Requires compliance with all Sacramento Metropolitan Air Quality Management District (SMAQMD) and City air pollution regulations.

Water Pollution - Requires compliance with City water pollution regulations, including National Pollutant Discharge Elimination System (NPDES) provisions.

Noise Control - Requires that all construction work comply with the Folsom Noise Ordinance (discussed further below), and that all construction vehicles be equipped with a muffler to control sound levels.

Naturally Occurring Asbestos - Requires compliance with aIISMAQMD and City air pollution regulations, including preparation and implementation of an Asbestos Dust Mitigation Plan consistent with the requirements of Section 93105 of the State Government Code.

Weekend, Holiday, and Night Work -Prohibits construction work during evening hours, or on Sunday or holidays, to reduce noise and other construction nuisance effects, public Canvenience - Regulates traffic through the work area, operations of existing traffic signals, roadway cuts for pipelines and cable installation, effects to adjacent property owners, and notification of adjacent property owners and businesses.
pubtic Sofety and Troffic Control - Regulates signage and other traffic safety devices through work zones' Existing utitities - Regulates the relocation and protection of utilities. preservation of Property - Requires preservation of'trees and shrubbery and prohibits adverse effects to adjacent propefi and fixtures'
Culturol Resources - Requires that contractors stop work upon the discovery of unknown cultural or historic resources, and that an archaeologist be retained to evaluate the significance of the resource and to establish mitigation requirements, if necessary'
protection of Existing ?ees - Specifies measures necessary to protect both ornamental and native oak trees.
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Clearing and Grubbing - Specifies protection standards for signs, mailboxes, underground structures, drainage facilities, sprinklers and lights, trees and shrubbery, and fencing. Also requires the preparation of a Stormwater Pollution Prevention Plan (SWPPP) to control erosion and siltation of receiving waters' Reseeding - Specifies seed mixes and methods for reseeding of graded areas.

3.6.2. Clty of Folsom MuniclpolCode
The City regulates many aspects of construction and development through requirements and ordinances established in the Folsom Municipal Code. These requirements are summarized in Table 3, and hereby incorporated by reference into the Project Description as though fully set forth herein. Copies of these documents may be reviewed at the City of Folsom, Office of the City Clerk, 50 Natoma Street; Folsom, California 95530.

Table 3. City of Folsom MunicipalCode Regulatint Construction and Development Code
Sectlon
Effuct of Code
Establishes interior and exterior noise standards that may not be exceeded within structures, including residences; establishes time periods for construction operations.

8.42 8.70

9.34 9.3s
L2.L6
L3.26

74.19 Establishes conditions and requirements for the discharge of urban pollutants and sediments to the storm-drainage system; requires preparation and implementation of Stormwater
Pollution Prevention Plans.

Defines hazardous materials; requires filing of a Hazardous Material Disclosure Form by businesses that manufacture, use, or store such materials.

Establishes standards for the construction and monitoring of facilities used for the underground storage of hazardous substances, and establishes a procedure for issuance of permits for the use of these facilities,
Regulates the cutting or modification of trees, including oaks and specified other trees; requires a Tree Permit prior to cutting or modification; establishes mitigation requirements for cut or damaged trees.

Prohibits the wasteful use of water; establishes sustainable landscape requirements; defines water use restrictions' Adopts the California Energy Code, 2019 Edition, published as Part 6, Fitle24, C.C,R. to require energy efficiency standards for structures.

Code Name
Noise Control
Stormwater
Management and
Discharge Control
Hazardous
Materials
Disclosure
Underground
Storage of
Hazardous
Substances
Tree Preservation
Water
Conservation
Energy Code
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L4.20
t4.29
L4.32
Green Building
Standards Code
Adopts the California Green Building Standards Code (CalGreen Code), 2019 Edition, excluding Appendix Chapters 44, A5, and A5.1 published as Part 11, Title 24, C.C.R. to promote and require the use of building concepts having a reduced negative impact or positive environmental impact and encouraging sustainable construction practices'
Requires a grading permit prior to the initiation of any grading, excavation, fill or dredging; establishes standards, conditions, and requirements for grading, erosion control, stormwater drainage, and revegetation'
Restricts or prohibits uses that cause water or erosion hazards, or that result in damaging increases in erosion or in flood heights; requires that uses vulnerable to floods be protected against flood damage; controls the modification of floodways; regulates activities that may increase flood damage or that could divert floodwaters.

4.0 PROJECT OBJECTIVES
The project objective is to provide affordable senior rental housing consistent with the 2035 General plan, including the Housing Element, which identifies guiding principles, goals, and policies for housing choices for all generations.

5.0 REQUIRED APPROVALS
A listing and brief description of the regulatory permits and approvals required to implement the proposed project are provided below. This lnitial study is intended to address the environmental irpr.tr associated with all of the following decision action and approval:
r Planned Development Permit (PD Permit);
r Conditional Use Permit (CUP); and,
r Density Bonus.

The City of Folsom has the following discretionary powers related to the proposed project:

Adoption of the lnitialstudy, Mitigated Negative Declaration, and Mitigation Monitoring and Reporting program: The City of Folsom Planning Commission will act as the lead agency as deiined by the California Environmental Quality Act (cEaA) and will have authority to determine if the lnitial Study is adequate under CEQA'
Approval of project: The City of Folsom Planning Commission will consider approval of the prolect,and the entitlements described above'
9 Grading Code
Flood Damage
Prevention
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6.0 PREVIOUS RELEVANT ENVIRONMENTAL ANATYSIS

6.I Clty of Folsom Generol Plqn
The program EIR for the City of Folsom General Plan (2018) provides relevant policy guidance for this environmental analysis. The EIR evaluated the environmental impacts that could result from implementation of the City of Folsom 2035 General Plan (2035 General Plan) {City of Folsom 2018a}' The program EIR is intended to provide information to the public and to decision makers regarding the potential effects of adoption and implementation of the 2035 General Plan, which consists of a comprehensive update of Folsom's current General Plan. The 2035 General Plan consists of a policy document, including Land Use and Circulation Diagrams'

6.2 Tlering
.,Tiering,, refers to the relationship between a program-level EIR (where long-range programmatic cumulative impacts are the focus of the environmental analysis) and subsequent environmental analyses such as the subject document, which focus primarily on issues unique to a smaller project within the larger program or plan. Through tiering a subsequent environmental analysis can incorporate, by reference, discussion that summarizes general environmental data found in the program EIR that establishes cumulative impacts and mitigation measures, the planning context, and/or the regulatory background. These broad-based issues need not be reevaluated subsequently, having been previously identlfied and evaluated at the program staBe'
Tiering focuses the environmental review on the proiect-specific significant effects that were not examined in the prior environmental review, or that are susceptible to substantial reduction or avoidance by specific revisions in the project, by the imposition of conditions or by other means. Section 21093(b) of the public Resources code requires the tiering of environmental review whenever feasible, as determined bY the Lead AgencY'
ln the case of the proposed project, this lnitial Study tiers from the EIR for the Broadstone Unit No' 3 Specific plan, and in" e tn for the City of Folsom General Plan. The Folsom General Plan, as amended, is a project that is related to the proposed project and, pursuant to 915152(a) ofthe CEQA Guidelines, tiering of environmental documents is appropriate. CEQA Guidelines $15152(g) specifically provides that:

The above mentioned ElRs can be reviewed at the following location:

City of Folsom
Community Development Department
50 Natoma Street (2nd Floor)
Folsom, CA 95530
Contact: Mr. Steve Banks, Principal Planner
(91.6)461-6207
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7.0 ENVIRONMENTATFACTORSPOTENTIALTY

AFFECTED
The environmental factors checked below would be potentially affected by this project, involving at least one impact that is a "Potentially Significant lmpact" or "Le!s than Significant with Mitigation lncorporated" as indicated by the checklist on the following pages. fl Aesthetics fl Agriculture and Forestry
Resources
fl nir Quality
I uiologicalResources I cuhural Resources I Energy
I eeoUgy and Soils I Greenhouse Gas Emissions fl gazards and Hazardous Materials
fl Hydrology and water
QualitY
D tand Use and Planning fI Mineral Resources
I ruoit" I Population and Housing fl Public Services
I Recreation I rransportation I rriu.t cultural Resources D Utilities and Service
Systems
n wildfire I Mandatory Findings of
Significance
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7.1 DETERMINATION ,
Or{ tfre basis of this initialevaluation:

Name
Drrv
I flnd that the proposed project COULD NOT have a signiflcant effect on the environmenL and a will be oreoared.NEGATIVE DECIARATION
lfind that although the proposed project could have a significant effect on the environment, there will not be a significant effect in this case because revisions ln the project have been made by or agreed to by the project proponent. A MITIGATED NEGATIVE DECIARATION will be lfind that the proposed project MAY have a significant effect on the environment, ENV]RONMENTAL IMPACT REPORT iS
and an
n
lflnd that the proposed proiect MAY have a "potentially significant impact" or "potentially significant unless mitigated" impact on the environment but at least one effect l) has been atLquately analyzed in an earlier document pursuant to applicable legal standards, and 2| has been addressed by mitigation measures based on the earlier analysis as described on attached sheets. An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects I find that although the proposed project could have a significant effect on the environment, because all potentially significant effects (a) have been analyzed adequately in an earlier EIR or NEGATTVE DECTARATION pursuant to applicable standards, and (bl have been avoided or to that earlier EIR or NEGATIVE DECLARATION, including revisions or that remain to be addressed,
m
the further lsmeasure$ that arem
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8.0 ENVIRONMENTAT INITIAL STUDY CHECKLIST
The lead agency has defined the column headings in the environmental checklist as follows:

A. ,,potentially Significant lmpact" is appropriate if there is substantial evidence that an effect may be significant even with the incorporation of mitigation. lf there are one or more "Potentially Significant lmpact" entries when the determination is made, dn EIR is required.

B. ,,Less Than Significant with Mitigation lncorporated" applies where the inclusion of mitigation measures has reduced an effect from "Potentially Significant lmpact" to a "Less Than Significant lmpact.,, All mitigation measures are described, including a brief explanation of how the measures reduce the effect to a less than significant level. Mitigation measures from earlier analyses may be cross-referenced'
C. ,,Less Than Significant lmpact" applies where the project does not create an impact that exceeds a stated significance threshold.

D. ,,No lmpact" applies where a project does not create an impact in that category. "No lmpact" answers do not require an explanation if they are adequately supported by the information sources cited by the lead agency which show that the impact simply does not apply to projects like the one involved (e.g., the project falls outside a fault rupture zone)' A "No lmpact" answer should be explained where it is based on proJect-specific factors as well as general standards (e.g., the project would not expose sensitive receptors to pollutants, based on a project specific screening analYsis).

The explanation of each issue identifies the significance criteria or threshold used to evaluate each question; and the mitigation measure identified, if any, to reduce the impact to less than significance.

Earlier analyses may be used where, pursuant to the tiering, program ElR, or other CEQA process, an effect has been adequately analyzed in an earlier EIR or negative declaration ICEQA Guidelines Section 15063(cx3xD)1. where appropriate, the discussion identifies the following:
a) Earlier Analyses Used. ldentifies where earlier analyses are available for review. b) lmpacts Adequately Addressed. ldentifies which effects from the checklist were within the scope of and adequately analyzed in an earlier document pursuant to applicable legalstandards, and states whether such effects were addressed by mitigation measures based on the earlier analYsis'
c) Mitigation Measures. For effects that are "Less Than Significant with Mitigation lncorporated," describes the mitigation measures which were incorporated or refined from the earlier document and the extent to which they address site-specific conditions forthe project. 13

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I. AESTHETICS
Potcill.ily
fllgnmc.nt
ltnp.ct
LcssTtan
Sllnlf,cent
wldr
Mltlgadon
lncorpor.t d
lcsslhen
Sltnlfrc.nt ltlo
hpact lmpact
Except as provided in Public Resources Code Section 21099, would the project:
a) Have a substantlal adverse effect on a scenic vista? n n It-l b) Substantially damage scenic resources, including, but not limited to, trees, rock outcroppings, and historic buildings within a state scenic highwaY?
t:l n
c) Substantially degrade the existing visual character or quality of public views of the site and its surroundings? (Public views are those that are experienced from publicly accessible vantage point)' lf the project is in an urbanized area, would the project conflict with applicable zoning n tl n
and other regulations governing scenic qualitY?
d) Create a new source of substantial light or glare which would adversely affect day or nighttime views in the
area?
n T
Environmenlol Setllng
The 4.g5-acre parcel proposed for development is currently vacant and undeveloped. Folsom State prison is located immediately north of the site, along Prison Road, East of the project site is single family homes along Cimmaron Circle, and south of the project site is Pacific Gas & Electric (PG&E) utility powerlines,;ingle-family homes, and duplexes. West of the project, along Fargo Way, is office space and across from Fargo Way ii the folsom City Police Department. Oak Parkway Trail is located west and south of the site, and Johnny Cash Recreation Trail is located north of the project site. The local setting is characterized by commercial development to the south and west, residential to the east and south, and institutionalto the north. Existing utility lines are located along East Natoma Street and south of the project site.

Evoluolion of Aeslhelics
a) Have a substantial adverse effect on a scenic vista? No impact. Neither the project site nor the surrounding areas are scenic vistas due to the existing nearby commercial, residentiat developments. Further, neither the project site, nor views to Or from the project site, have been designated as important scenic resources by the City or any other public agency' Therefore, the proposed development would not interfere with or degrade a scenic vista, and no impact would occur.

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b) Substantially damage scenic resources, including, but not limited to, trees, rock outcroppings' and historic buildings within a state scenic highway?
No impact. The project site is currently vacant and undeveloped. The nearest officially designated state scenic highway is the segment of US Highway 50 from Placerville to Echo Summit, approximately 20 miles east (calTrans zor-s). therefore, the project would not impact scenic resources, such as trees, rock outcroppings or historic buildings within a state scenic highway, and no impact would occur' c) ln non-urbanized areas, substantially degrade the existing visual character or quality of public views of the site and its surroundings? (Public views are those that are experienced from publicly accessible vantage point). lf the project is in an urbanized area, would the project conflict with applicable zoning and other regulations governing scenic quality? Less than significant impact. The proposed project is located within an urbanized area of Folsom, surrounded by commercial and residential development and institutional land. The site is vacant and undeveloped, and the existing character of the site would be modified by the proposed development' The proposed project would ionstruct a 136-unit affordable senior housing development, as wellas proposed parking (bicycle and vehicle), landscape, and outdoor and indoor amenities' The apartment Luif dine roof height is 34-ft, with architectural elements ranging from 42'f1,5-inches to up to 42'ft,6- inches above grade, and would be designed with stucco, board and batten, brick veneer, asphalt shingles, and wrought iron railing. The building would be visually compatible with the proposed landicaping throughout the project site. Please refer to Figure 4, Figure 5, Figure 5' and Figure 7 for architectural renderings of the proposed project site viewed from Natoma street and the bike trail' ln order to accommodate for the change in existing character, the proposed project would implement landscape screening, site amenities, and building designs to blend the proposed project with surrounding development and screen the project from residential neighbors. Along the proposed 8-ft masonry *ill on the eastern boundary, shade, and accent trees, as well as several evergreen species would be planted as landscape ,.r""ning. The landscape screening would be planted in order to block the sightline of homes along cimmaron circle and surrounding streets from the third story of the proposed building. free height would range from 15- to 35-ft based on tree type and would supplement ihe existing trees in the neithboring yards. Please refer to Figure 8 and Figure 9 for architectural renderings of the proposeAligntline screening. Additionally, landscaped areas with various trees and shrubs would surround the proposed building and parking area, and a bocce ball court' and outdoor seating areas would be included to add to the overdllvisual aesthetic. The proposed bgilding would have asymmetricalgabled roofs to add visual interest'
The proposed project is consistent with types of uses envisioned and permitted in the Folsom General plan. The project is consistent with the BP zoning district development standards and would be designed consistent with the city,s Design Guidelines for senior Housing Development. Entitlement requests for this project include a planned bevelopment Permit (PD Permit) and a conditional Use Permit {cuP}. The conditional Use Permit is reguired to allow for development of a senior residential apartment community on the project siie. The proposed land use is consistent with the overall suburban character and ongoing development in the vicinity and is expected to integrate into the existing and planned development of the area. The proposed project would have a less than significant impact on visual character and no mitigation is necessary'
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03/28/2023 Item No.13.
at Folsom Senior APartments ISMND
d) Create a new source of substantial light or glare that would adversely affect day or nighttime views in the area?
Less than significant impact. The proiect includes a combination of free-standing, pole-mounted parking lot and walkway lights, recessed carport and elevator lights, and building-mounted lights. To minimize potential lighting-related impacts, free-standing parking lot lights and recessed carport lights would be icreened, shielded, and directed downward to minimize glare towards the surrounding properties. New lighting installed with the development of the proposed project would be subject to city standard irat"r regarding night lighting that would be made a condition of approvalof the pO Permit. The proposed ,nltr .na other project features would comply with design standards outlined in the Folsom irrunicipal code, The exterior of the proposed apartment buildings would be designed with architectural detailing that would not produce glare and would not affect day or niShttime views, and existing City standards would limit light spillover and intensity. Therefore, impacts would be less than significant, and no mitigation is necessary.
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II. AGRICUTTURE AND FORESTRY RESOURCES
Potcnthlly
Sl!nlfrcrnt
llnptCt
lersrltnn
Sfnlf,crnt
wldt
tllltl!$on
lncorporatad
trrclhrn
$plicant tlo
lmp.ct lnpfft
Would the Project:
a) Convert Prime Farmland, Unique Farmland, or Farmland of Statewide lmportance (Farmland), as shown on the
maps prepared pursuant to the Farmland Mapping and
Monitoring Program of the California Resources Agency'
n
to non-agricultural use?
b) Conflict with existing zoning for agricultural use, or a Williamson Act contract?
tl I
c) Conflict with existing zoning for, or cause rezoning of, forest land (as defined in Public Resources Code
Section L222algl),timberland {as defined by Public
Resources Code Section 45261, or timberland zoned
Timberland Production (as defined by Government Code
tr T
Section 5110a(e))?
d) Result in the loss of forest land or conversion of forest r-lt_-l n I land to non-forest use?
e) lnvolve other changes in the existing environment which, ilr
Environmeniol Setling
No agricultural activities or timber management occur on the project site or in adjacent areas and the prolJct site is not designated for agricultural or timberland uses. The California lmportant Farmlands Map prepared for sacramento county by the california Resources Agency classifies the project site and surrounding area as other Land (california Department of conservation (cDC) 2016)' Other Land is land not included in any other mapping category. common examples include low density rural developments; brush timber, wetland, and riparian areas not suitable for livestock grazing; confined livestock, poultry or aquaculture facilities; strip mines, borrow pits; and water bodies smaller than forty acres' Vacant and non-agricultural land surrounded on all sides by urban development and Ereater than 40 acres is mapped as Other Land (CDC 2016)'
The Natural Resources conservation Service (NRCS) soil survey report Eenerated for the project site (NRCS 2020) indicates that the soil units at the site, Argonaut-Auburn complex' 3 to 8 percent slopes' and Argonaut-Auburn-Urban complex, 3 to 8 percent slopes, are not Prime Farmland' Farmland of Statewide lmportance, Farmland of Local lmportance, or Unique Farmland' due to their location or nature, could result in conversion of Farmland, to non-agricultural use or conversion of
forest land to non- forest use?
n
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03/28/2023 Item No.13.

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Evoluollon of Agrlcullule qnd Foreslry Servlces
a) Convert Prime Farmland, Unigue Farmland, or Farmland of Statewide lmportance (Farmland), as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agenry, to non-agricultural use?
No impact. The project site is not designated as Prime Farmland, Unique Farmland, or Farmland of Statewide impoftance (Farmland), as indicated in the Sacramento County lmportant Farmland 2016 Map {CDC 201-6). Therefore, the project would have no impact on these farmland resources. b) Conflict with existing zoning for agricultural use, or a Williamson Act contrdct? No impact. The project site is not zoned for agricultural use or a Williamson Act contract' Conflict with existing zoning for, or cause rezoning of, forest land (as defined in Public Resources Code Section l2zzA$ll,timberland (as defined by Public Resources Code Section 45261, or timberland zoned Timberland Production {as defined by Government Code Section 5110a(e}}? No impact. The project site is not zoned or designated as farmland, and the surrounding land uses are primarily residential developments, office space, and institutional land. Therefore, the nature and location of the project would not directly or indirectly result in the conversion of Farmland to non- agricultural uses. No impact would occur.
d) Result in the loss of forest land or conversion of forest land to non-forest use? OR
c)
e) lnvolve other changes in the existing environment which, due to their location or nature, could result in conversion of Farmland, to non-agricultural use or conversion of forest land to non-forest use?
No impact. Because no portion of the City or the proJect site are zoned for forest land or timberland, no impact would occur for questions d) and e).
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III. AIR QUALITY
Pot.ilthltt
Sltnlicant
lmprc
tssslhrn
9|nlicent
wtth
tlltfiatlon
lncorFontd
lcrsllun
9gnt0crnt t{o
lmpsct lmp.cl
Where available, the significance criteria established by the applicable air quality management district or air pollution control district may be relied upon to make the following determinations. Would the project:
a) Conflict with or obstruct implementation of the applicable air quality plan?
L_I rrl
b) Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non- attainment under an applicable federal or state ambient air n n Itr quality standard?
c) Expose sensitive receptors to substantial pollutant
concentrations?
u IN
d) Result in other emissions {such as those leading to odors} adversely affecting a substantial number of people? n
HELIX Environmental Planning conducted air quality modeling (CalEEMod) for the proposed project based primarily on the preliminary site plan and the Transportation lmpact Study conducted by T. Kear Transportation Planning and Management (2022). Air quality modeling output files and quantitative results are presented in Appendix B.

Environmenlol Setling
Climate in the Folsom area is characterized by hot, dry summers and cool, rainy winters' During summe/s longer daylight hours, plentifulsunshine provides the energy needed to fuel photochemical reactions between oxides of nitrogen (NOx) and reactive organic gases (ROG), which result in ozone (Or) formation. High concentrations of Os are reached in the Folsom area due to intense heat, strong and low morning inversions, greatly restricted vertical mixing during the day, and daytime subsidence that strengthens the inversion layer. The greatest pollution problem in the Folsom area is from NOx.

The City of Folsom lies within the eastern edge of the Sacramento Valley Air Basin {SVAB)' The Sacramento Metropolitan Air Quality Management District {SMAaMD) is responsible for implementing emissions standards and other requirements of federal and state laws in the project area. As required by the California Clean Air Act {CCAA), SMAQMD has published various air quality planning documents as discussed below to address requirements to bring the District into compliance with the federal and state ambient air quality standards. The Air Quality Attainment Plans are incorporated into the State lmplementation Plan (SlP), which is subsequently submitted to the U.S. Environmental Protection Agency (USEPA), the federal agency that administrates the Federal Clean Air Act of 1970, as amended in 1990.
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03/28/2023 Item No.13.

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Ambient air quality is described in terms of compliance with state and national standards. and the levels of air pollutant concentrations considered safe, to protect the public health and welfare. These standards are designed to protect people most sensitive to respiratory distress, such as people with asthma, the elderly, very young children, people already weakened by other disease or illness, and persons engaged in strenuous work or exercise. The USEPA has established national ambient air quality standards (NAAQS) for seven air pollution constituents. As permitted by the Clean Air Act, California has adopted more stringent air emissions standards (California Ambient Air Quality Standards {CAAQSI) and expanded the number of regulated air constituents.

The California Air Resources Board {CARB) is required to designate areas of the state as attainment, nonattainment, or unclassified for any state standard. An "attainment" designation for an area signifies that pollutant concentrations do not violate the standard for that pollutant in that area. A "nonattainment" designation indicates that a pollutant concentration violated the standard at least once. The air quality attainment status of the SVAB, including the City of Folsom, is shown in Table 4.

Table 4. Sacramento Valley Air Basin - Attainment Status Pollutant Federal Analnmcnt Status
Ozone No Federal
Ozone Nonattainment
Coarse Particulate Matter Attainment
Fine Particulate Matter Nonattainment
Carbon Monoxide
Dioxide
Lead
Sulfur Dioxide Unclassified
Sulfates No Federal Standard
Sulfide No Federal Standard
Visibi Reduci Particles No Federal Standard
Sources: SMAQMD 2020
Sacramento County is designated as nonattainment for the state and federal ozone standards, the state pMro standards, and the federal PMz.s standards. Concentrations of all other pollutants meet state and federal standards.

Ozone is not emitted directly into the environment, but is generated from complex chemical reactions between ROG, or non-methane hydrocarbons, and NOx that occur in the presence of sunlight. ROG and NOx generators in Sacramento County include motor vehicles, recreational boats, other transportation sources, and industrial processes. PMro and PMz.s arise from a variety of sources, including road dust, diesel exhaust, fuel combustion, tire and brake wear, construction operations, and windblown dust' Toxlc Air Conlomlnqnts
Toxic air contaminants (TAC) are a diverse group of air pollutants that may cause or contribute to an increase in deaths or in serious illness or that may pose a present or potential hazard to human health.

TACs can cause long-term chronic health effects such as cancer, birth defects, neurological damage, asthma, bronchitis, or genetic damage, or short-term acute effects such as eye watering, respiratory irritation (a cough), runny nose, throat pain, and headaches, TACs are considered eithercarcinogenic or State of Cellfornla
Attrlnmcnt Status
Nonattainment
Nonattainment
Nonattainment
Attainment
Attainment
Attainment
Attainment
Attainment
Attainment
Unclassified
Unclassified
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03/28/2023 Item No.13.

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noncarcinogenic based on the nature of the health effects associated with exposure to the pollutant' For carcinogenic TACs, there is no level of exposure that is considered safe and impacts are evaluated in terms of overall relative risk expressed as excess cancer cases per one million exposed individuals' Noncarcinogenic TACs differ in that there is generally assumed to be a safe level of exposure below which no negative health impact is believed to occur. These levels are determined on a pollutant-by- pollutant basis.

The Health and Safety Code ($39655[a]] defines TAC as "an air pollutant which may cause or contribute to an increase in mortality or in serious illness, or which may pose a present or potential hazard to human health." All substances that are listed as hazardous air pollutants pursuant to subsection (b) of Section 112 of the CAA {42 United States Code Sec. 7a1"2[bl) are designated as TACs. Under State law, the California Environmental Protection Agency (CalEPA), acting through CARB, is authorized to identify a substance as a TAC if it determines the substance is an air pollutant that may cause or contribute to an increase in mortality or an increase in serious illness, or that may pose a present or potential hazard to human health.

Diesel engines emit a complex mixture of air pollutants, including both gaseous and solid material. The solid material in diesel exhaust is referred to as diesel particulate matter (DPM). Almost all DPM is 10 microns or less in diameter, and 90 percent of DPM is less than 2.5 microns in diameter {CARB 2022) Because of their extremely small size, these particles can be inhaled and eventually trapped in the bronchialand alveolar regions of the lung. ln 1998, CARB identified DPM as a TAC based on published evidence of a relationship between diesel exhaust exposure and lung cancer and other adverse health effects. DPM has a notable effect on California's population-it is estimated that about 70 percent of total known cancer risk related to air toxics in California is attributable to DPM {CARB 2022).

Senrilive Receptots
Some land uses are considered more sensitive to air pollution than others due to the types of population groups or activities involved and are referred to as sensitive receptors. Examples of these sensitive receptors are residences, schools, hospitals, and daycare centers. CARB and the Office of Environmental Health Hazard Assessment (OEHHA) have identified the following groups of individuals as the most likely to be affected by air pollution: the elderly over 55, children under 14, infants (including in utero in the third trimester of pregnancy), and persons with cardiovascular and chronic respiratory diseases such as asthma, emphysema, and bronchitis (CARB 2005; OEHHA 2015)' Residential areas are considered sensitive receptors to air pollution because residents (including children and the elderly) tend to be at home for extended periods of time, resulting in sustained exposure to any pollutants present. Children and infants are considered more susceptible to health effects of air pollution due to their immature immune systems, developing organs, and higher breathing rates. As such, schools are also considered sensitive receptors, as children are present for extended durations and engage in regular outdoor activities,
The closest existing sensitive receptors to the project site are the single-family residences that border the project site to the east and the single-family residences located approximately 100-ft south of the project site. Additionally, Vibra Hospital of Sacramento is located approximately 350-ft south of the project site. The closest schools to the project site are Theodore Judah Elementary School and Blanche Sprentz Elementary School, located approximately L,400-ft to the southwest and 2,000-ft to the southeast, respectively.
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Methodology ond AssumPtions
Criteria pollutant, precursor, and GHG emissions for project construction and operation were estimated using the California Emissions Estimator Model (CalEEMod), Versio n 2O2O'4.O. CalEEMod is a statewide land use emissions computer model designed to provide a uniform platform for government agencies, land use planners, and environmental professionals to quantify potential criteria pollutant and GHG emissions associated with both construction and operations from a variety of tand use projects. The model was developed for the California Air Pollution Control Officers Association {CAPCOA} in collaboration with the california air districts. calEEMod allows for the use of default data (e'g', emission factors, trip lengths, meteorology, source inventory) provided by the various California air districts to account for local requirements and conditions, and/or user-defined inputs. The calculation methodology and default data used in the model are available in the CalEEMod Use/s Guide, Appendices A, D, and E (cApcoA 2021). The Ca|EEMod output files are included in Attachment A to this letter.

Construction of the project is anticipated to begin as early as January 2A23 and be completed in April 2024. Construction modeling assumes the following anticipated schedule: site preparation 10 working days; grading 87 working days; building construction 207 working days; paving 21 working days; and architectural coating 22 working days. Construction equipment assumptions were based on estimates from CalEEMod defaults. The project would not require an import or export of soil during construction activities. construction emissions modeling assumes implementation of basic dust control practices (watering exposed areas twice per day)to comply with the requirements of: SMAQMD Rule 403, Fugitive Dust.

Operational mobile emissions were modeled using the proiect trip generation of 44L average daily trips from the project Transportation lmpact Study (T. Kear Transportation Planning and Management, lnc' 2022). Operational emissions resulting from energy use, water use, and solid waste generation were modelej using CalEEMod defaults with an added 20 percent reduction in water use to account for the requirements of the 2019 CALGreen, and an additional 25 percent solid waste diversion to account for AB 341 requirements.

Slondqrds ol Slgnlflconce
While the final determination of whether or not a project has a signifiiant effect is within the purview of the lead agency pursuant to CEQA Guidelines Section 15064(b), SMAQMD recommends that its air pollution thresholds be used to determine the significance of project emissions. The criteria pollutant thresholds and various assessment recommendations are contained in SMAQMD's Guide ta Air Quality Assessrnent,n Socramento County (CEOA Guide; 2020, revised), and are discussed under the checklist questions below,
Evoluolion of Ah QuolltY
a) Conflict with or obstruct implementation of the applicable air quality plan? Less than Signlficant lmpact. ln accordance with SMAQMD's Guide, construction-generated NOX, PM10, and pM2.5, and operationaFgenerated ROG and NOX (all ozone precursors) are used to determine consistency with the ozone Attainment Plan. The Guide states:
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03/28/2023 Item No.13.

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By exceeding the District's moss emission thresholds for operationa[ emissions of RO6, NOX, pM10, or PM2.5, the project would be considered to conflict with or abstruct implementotion of the District's oir quolity plonning efforts'
As shown in the discussion for question 2) below, the project's construction-generated emissions of NOx, pMro, and PMz.s and operation-generated emissions ROG and NOx would not exceed SMAQMD thresholds. The project would not conflict with or obstruct implementation of the applicable air quality plan and the impact would be less than significant. b) Result in a cumulatively considerable net increase of any criteria pqllutant for which the project region is non- attainment under an applicable federal or state ambi€nt air quality standard? Less than Significant lmpact. The Sacramento region is in non-attainment for ozone (ozone precursors NOx and ROG) and particulate matter tPMzs and PMlo). The project's emissions of these criteria pollutants and precursors during construction and operation are evaluated below.

Construction Emissions
CaIEEMod version 2O20.4.A was used to quantiry project-generated construction emissions. The model output sheets are included in Attachment A. Construction activities were assumed to commence as early as January 2O23 and be completed in April 2O24,The quantity, duration, and intensity of construction activity influence the amount of construction emissions and related pollutant concentrations that occur at any one time. As such, the emission forecasts provided herein reflect a specific set of conservative assumptions based on the expected construction scenario wherein a relatively large amount of constructlon activity is occurring in a relatively intensive manner. Because of this conservative assumption, actual emissions could be less than those forecasted. lf construction is delayed or occurs over a longer time period, emissions could be reduced because of (L) a more modern and cleaner- burning construction equipment fleet mix than assumed in CalEEMod; andlor (2) a less intensive buildout schedule (i.e., fewer daily emissions occurring over a longer time interval).

The project's construction period emissions of ROG, NOx, PMro, and PMz.s are compared to the SMAQMD construction thresholds in Table 5. The SMAQMD does not have a recommended threshold for construction-generated ROG. However, quantification and disclosure of ROG emissions is recommended. The SMAQMD considers any emissions of PMro and PMa.s to be significant unless the Basic Construction Emissions Control Practices are implemented, also known as Best Management practices tBMPs). The project would implement the SMAQMD BMPs to controlfugitive dust in accordance with SMAQMD Rute 403. The modeling accounts for emissions reductions resulting from watering exposed surfaces twice daily. As shown in Table 5, the proposed project's construction period emissions of the ozone precursor Nox, PM1s, and PMz.swould not exceed the SMAQMD thresholds' lmpacts related to construction-generated emissions of RoG, Nox, PM1s, and PM1swould be less than significant.
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Table 5. Construction Criteria Pollutant and Precursor Emissions PMar
Connrucflon Actlvlty
G 2.3
Build Construction 0.9

0.4 Architectural 0.1
Maximum Emisslons 8.7
Thresholds 82
Exceed Thresholds? lUo
Source: CalEEMod {output data is provided in Attachment A) ROG = reactive organic gases; NOx = nitrogen oxides; PMro = particulate matter 10 microns or less in diameter; pMz.s = particutate matter 2.5 microns or less in diameter; SMAQMD= Sacramento Metropolitan Air Qualitv Management District
ooerational Emissions
Emissions generated from operational activities woutd include:
. Areas sources - combustion emissions from the use of landscape maintenance equipment, the reapplication of architectural coatings for maintenance, and the use of consumer products' . Energy sources - combustion emissions from the use of natural gas appliances, water heaters, and heating systems'
o Mobile emissions - combustion, fuel evaporation, brake and tire wear, and road dust emission resulting from worker, customer, and vendor vehicle traveling to and from the project site.

The results of the modeling for project operational activities are shown in Table 5. The data is presented as the maximum anticipated daily emissions for comparison with the SMAQMD thresholds, the model output and calculation sheets are included as Attachment A to this letter. As shown in Table 6, the proposed project operation period emissions of the ozone precursor NOx, ROG, PMro, and PMz.s would not exceed the SMAeMD thresholds. lmpacts related to operation-generated emissions of ROG, NOx, PMro, dfld PMz.s would be less than significant'
Table 6. Maximum Daily Operational Emissions
PMzs
Source
Area <0.01
<0.01
Mobile 0,7
Maximum Emissionr o.7
SMAQMD Thresholds 82
Exceed Thresholds? No
Source: CalEEMod {output data is provided in Attachment A} ROG = reactive organic gases; NOx = nitrogen oxides; PMro = particulate matter 10 microns or less in diameter; pM25 = pa*iculate matter 2.5 microns or less in diameter; SMAQMD= Sacramento Meiropolitan Air Quality Management District

75.Site
PMro
loounds/davl
t{Or
lpoundsldaYl
R('6
(oounds/day|

70.227.62.7

4.t18.01.8
1s.3 1.51.9

8.3 0.60.9

0.21.362.6

27.5 10.262.5
80None 8s
tvoNo No
N(h
looundrldayl
PMo
{poundsldavl
ROG
loounds/davl
<0.13.1 0.1
<0.10.3<0.1

2.41.51.1 2.52.O4.2
806565
No NoNo
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As shown in Table 5 and Table 6, the project's maximum daily construction or operational ernissions would not exceed the SMAQMD's thresholds. Therefore, the project would not result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment, and the impact would be less than significant.
c) Expose sensitive receptors to substantial pollutant concentrations? Less than Significant tmpact. CARB and OEHHA have identified the following groups of individuals as the most likely to be affected by air pollution: the elderly over 55, children under 14, infants (including in utero in the third trimester of pregnancy), and persons with cardiovascular and chronic respiratory diseases such as asthma, emphysema, and bronchitis (GARB 2005, oEHHA 2015). Some land uses are considered more sensitive to air pollution than others due to the types of population groups or activities involved and are referred to as sensitive receptor locations. Examples of these sensitive receptor locations are residences, schools, hospitals, and daycare centers' The closest existing sensitive receptors to the project site are the single-family residences that border the project site to the east and the single-family residences located approximately 100-ft south of the project site. Additionally, Vibra Hospital of Sacramento is located approximately 350-ft south of the project site. The closest schools to the project site are Theodore Judah Elementary School and Blanche Sprentz Elementary School, located approximately 1,400-ft to the southwest and 2,000-ft to the southeast, respectivelY.

The dose (of TAC) to which receptors are exposed is the primary factor used to determine health risk.

Dose is a function of the concentration of a substance in the environment and the extent of exposure a person has with the substance; a longer exposure period to a fixed quantity of emissions would result in higher health risks. Current models and methodologies for conducting cancer health risk assessments are associated with longer-term exposure periods (typically 30 years for individual residents based on guidance from OEHHA) and are best suited for evaluation of long duration TAC emissions with predictable schedules and locations. These assessment models and methodologies do not correlate well with the temporary and highly variable nature of construction activities. Cancer potency factors are based on animal lifetime studies or worker studies where there is long-term exposure tb the carcinogenic agent. There is considerable uncertainty in trying to evaluate the cancer risk from projects that will only last a small fraction of a lifetime (OEHHA 2015). ln addition, concentrations of mobile source DpM emissions disperse rapidly and are typically reduced by 70 percent at approximately 500-ft (CARB 2005). Considering this information, the highly dispersive nature of DPM, and the fact that construction activities would occur at various locations throughout the project site, it is not anticipated that construction of the project would expose sensitive receptors to substantial DPM concentrations.

According to the SMAQMD, land use deVelopment projects do not typically have the potential to result in localized concentrations of criteria air pollutants that expose sensitive receptors to substantial pollutant concentrations. This is because criteria air pollutants are predominantly generated in the form of mobile-source exhaust from vehicle trips associated with the land use development project' These vehicle trips occur throughout a paved network of roads, and, therefore, associated exhaust emissions of criteria air pollutants are not generated in a single location where high concentrations could be formed (SMAQMD 2020). Therefore, localized concentration of CO from exhaust emissions, or "CO hotspots," would only be a concern on high-volume roadways where vertical and/or horizontal mixing is substantially limited, such as tunnels or below grade highways. There are no high-volume roadways in the region with limited mixing that would be affected by project generated traffic. Once operational, the 25

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project would not be a significant source of TACs. Therefore, the project would not expose sensitive receptors to substantial pollutant concentrations, and the impact would be less than significant' d) Result in other emissions (such as those leading to odors) adversely affecting a substantial number of people?
Less than Significant lmpact. The project could produce odors during construction activities resulting from heavy diesel equipment exhaust and VOC released during application of asphalt. The odor of these emissions is objectionable to some; however, emissions would disperse rapidly from the project site and therefore should not be at a levelthat would affect a substantial number of people. Any odors emitted during construction activitieswould be temporary, short-term, and intermittent in nature, and would cease upon the facility maintenance. As a resul! impacts associated with temporary odors during construction are not considered significant.

As an affordable senior rental housing development, operation of the project would not result in odors affecting a substantial number of people. Solid waste generated by the project would be collected by a contracted waste hauler, ensuring that any odors resulting from on-slte waste would be managed and coltected in a manner to prevent the proliferation of odors. The project would not result in other emissions (such as those leading to odors) adversely affecting a substantial number of people, and the impact would be less than significant.
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tv. BlotoclcAt REsouRcEs
Potcnthlly
Sl3nlf,cant
hnpNC
lrsclt n
Sl5nlfcant
wllh
Mltljr0on
lncorpontcd
lass Thrn
Sllntfrcrnt ltlo
lmFrcl lmp.ct
Would the project:
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 U,S, Fish and Wildlife Service?
: n fI
b) Have a substantial adverse effect on any riparian habitat or other sensitive natural community identified in local or regional plans, policies, regulations, or by the California Department of Fish and Wildlife or US Fish and Wildlife Service?
u l--lU I
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?
n D
d) lnterfere 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?
nl
e) Conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policY or ordinance?
LI nx
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?
u n I
An Arborist lnventory Letter Report was prepared by HELIX Environmental Planning, lnc. on March22, 2022 (HELIX 2A22al and is included as Appendix C. A Biological Resources Evaluation (BRE) was also prepared by HELIX Environmental Planning, lnc. on October 21,2020 (HELIX 2020) and is included as Appendix D.

Environmenlol Setting
The project site is a vacant, wooded parcel within the City of Folsom. The site is generally bordered by residential parcels and small commercial buildings, as well as the paved Oak Parkway cycling trail.

Folsom State Prison is located north of the project site, on the opposite side of Natoma Street. 27

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Slte Conditlons
The entire project site is considered to be blue oak woodland, surrounded by urban development.

Historic aerial imagery shows that the project site has changed little since 1952 and has consisted of oak woodland with a drainage running through the site. The site is moderately disturbed. There is evidence of recreational use by bicycles and the site has a constructed dirt track with several constructed dirt ramps and jumps for bicycles, presumably constructed by kids from the adjacent residential neighborhood, lt also has debris piles and other evidence of use by transients.

Melhods
Studies conducted in support ofthe BRE included a special-status species evaluation, an aquatic resources evaluation, and a biological and wetlands reconnaissance survey, An Arborist Report was also concluded.

Specicl-Stolus Specles Evoluqlion
For the purposes of the BRE, special-status species are those that fall into one or more of the following categories:

Listed as endangered or threatened under the Federal Endangered species Act of 1973 {FESA), including candidate species and species proposed for listing; Listed as endangered or threatened under the California Endangered Species Act (CESA), including candidate species and species proposed for listing; Designated as a Species of Special Concern (SSC) or watch-list {WL) species by the California Department of Fish and Wildlife (CDFW), or "Fully Protected" under the California Fish and Game Code (FP), or a sensitive natural community; andlor, r Designated by the California Native Plant Society (CNPS) as California Rare Plant Rank 1A, tB,2A, 28, or 3.
ln order to evaluate special-status species and/or their habitats with the potential to occur in the proJect site and/or be impacted by the proposed project, HEI-IX obtained lists of special-status species known to occur andfor having the potentialto occur on the proposed project site and vicinity from the U.S. Fish and Wildlife Service (USFWS; USFWS 2020), the California Native Plant Society (CNPS; CNPS 2020), and the California Natural Diversity Database (CNDDB; CDFW 2020), which are included as Appendix D. The potential for these regionally occurring special-status species to occur in the project site is analyzed in Appendix D.

Aquolic Resources Evqluolion
The U.5. Fish and Wildlife Service's National Wetlands lnventory (NWl) online databaserwas reviewed to determine if there are any wetlands or other waters of the U.S. mapped by the USFWS on the project site. The NWI provides reconnaissance level information on wetlands and deepwater habitats from analysis of high-altitude aerial imagery. Historic aerial imagery from National EnvironmentalTitle Research {NETR)zwas reviewed for information on past land uses and presence of aquatic features visible on aerial imagery. NETR provides aerial imagery covering the study area at irregular intervals a
a
a
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from 1956 to 2015,
Biologicol ond Wellond Resource Evoluollon
A biological and wetlands reconnaissance survey was conducted on September 30, 2020 by HELIX principal Biologist Stephen Stringer, M.S. and HELIX Biologist Stephanie Mclaughlin, M'S. between 0830 and 1400 hours. The project site was assessed to identify the habitat type(s) present on-site and the potential to support special-status plant and wildlife species. The survey consisted of a pedestrian survey of the project site and the surrounding area. Meandering transects of the site were performed to obtain visual coverage of the site. Plant species were identified to the level necessary to determine whether or not they were a special-status species'
The three-parameter method was used to determine the presence/absence of wetlands, which involves identifying indicators of hydrophytic vegetation, hydric soils, and wetland hydrology according to the Corps of Engineers Wetlands Delineation Munual {USACE 1987), the Regional Supplement ta the Corps of Engineers Wettond Delineation Manual: Arid West Region (Version 2.0; USACE 2008), A Field Guide to the tdentification of the Ordinary High Water Mark (OHWM) in the Arid West Region of the Western united Stotes (Lichvar and McColley 2008) and the State Wetland Definition ond Procedures for Discharges al Dredged or Fitl Materiolto Waters of the State prepared by the State Water Resources Control Board and which became effective May 28, 2020. The presence/absence of other non-wetland aquatic resources was determined by searching for the presence of an ordinary high water mark and bed and bank. The extent of waters on the project site were mapped in the field with sub-meter accuracy using a Trimble GeoXT Global Positioning System (GPS) hand-held unit' The GPS data were downloaded from the unit, exported into ArcMap L0.7.10, and used to produce the map of aquatic features in the delineation area and to calculate the acreage of each aquatic feature, Weather during the survey was clear and warm and hazy conditions. A complete list of plant and animal species observed on the project site during the biological reconnaissance survey is included in Appendix D.

Arborisl lnvenlory
The arborist inventory was conducted on September 24,2020 by HELIX Biologist and ISA Certified Arborist Stephanie Mclaughlin, M.S. (WE-12922A). Woody plants in the project area with a trunk diameter of at least 4-inches at 4.5-ft above grade (diameter at breast heightlwere located and assessed. A diameter tape or calipers were used to verify each trunk diameter. The measurement from the trunk to the end of the longest lateral limb was estimated and used as the dripline radius. All accessible trees were numbered with a pre-printed aluminum tag. Approximate trunk locations were mapped using a sub-meter accurate global positioning system (GPS). Approximate tree locations are identified in Figure 3 of the arborist report (Appendix C).

The condition of each tree was rated one a scale of 1 to 5, with 1 indicating poor condition, 3 indicating fair condition, and 5 indicating good condition. The rating considers factors health and structuralfactors such as the size, color, and density of the foliage; the amount of deadwood within the canopy; bud viability; evidence of wound closure; and the presence or evidence of stress, disease, nutrient deficienry, and/or insect infestation; trunk and branch configuration; canopy balance; the presence of included bark and other structural defects such as decay; and the potential for structural failure. 29

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Regulotory Fromework Reloted lo Biologicql Resources
State ond Federal Endongered Species Acts
Special status species are protected by state and federal laws. The California Endangered Species Act (CESA; California Fish and Game Code Sections 2050 to 2097) protects species listed as threatened and endangered under CESA from harm or harassment. This law is similar to the Federal Endangered Species Act of 1973 (FESA; 16 USC 1531 et seq.) which protects federally threatened or endangered species {50 CFR 17.11, and L7 .L2; listed species) from take. For both laws, take of the protected species may be allowed through consultation with and issuance of a permit by the agency with jurisdiction over the protected species.

Cotilornio Code of Regulations ond Colilornio Fish and Game Code The official listing of endangered and threatened animals and plants is contained in the California Code of Regulations Title 14 S 570,5. A state candidate species is one that the California Fish and Game Code has formally noticed as being under review by CDFW for inclusion on the state list pursuant to Sections ZO74.2and 2075.5 of the California Fish and Game Code. CDFW also designates Species of Special Concern that are not currently listed or candidate species.

Legal protection is also provided for wildlife species in California that are identified as "fully protected animals." These species are protected under Sections 3511" {birds), 4700 {mammals), 5050 (reptiles and amphibians), and 5515 (fishes) of the California Fish and Game Code. These statutes prohibit take or possession of fully protected species at any time. The CDFW is unable to authorize incidentaltake of fully protected species when activities are proposed in areas inhabited by these species. The CDFW has informed non-federal agencies and private parties that they must avoid take of any fully protected species. However, Senate Bill {SB) 618 {2011} allows the CDFW to issue permits authorizing the incidental take of fully protected species under the CESA, so long as any such take authorization is issued in conjunction with the approval of a Natural Community Conservation Plan that covers the fully protected species (California Fish and Game Code Section 2835).

Collfurnio Notive Ptant Protectlon Act
The California Native Plant Protection Act ol !977 (California Fish and Game Code Sections 1900 to 1913) requires all state agencies to use their authority to implement programs to conserve endangered and otherwise rare species of native plants. Provisions of the act prohibit the taking of listed plants from the wild and require notification of CDFW at least 10 days in advance of any change in land use other than changing from one agricultural use to another, which allows CDFW to salvage listed plants that would otherwise be destroYed.

Nesting and Migrotory Eirds
Nesting birds are protected by state and federal laws. California Fish and Game Code (SSSO:, 3503'5, and 3800) prohibits the possession, incidental take, or needless destruction of any bird nests or eggs; Fish and Game Code $35L1 designates certain bird species "fully protected" {including all raptors}, making it unlawful to take, possess, or destroy these species except under issuance of a specific permit.

The Attorney General of California has released an opinion that the Fish and Game Code prohibits incidental take. Under the Migratory Bird Treaty Act {MBTA} of 1918 (16 USF $703-711), migratory bird 30

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species and their nests and eggs that are on the federal list (50 CFR 510.13) are protected from injury or death, and project-retateO diiturbance must be reduced or eliminated during the nesting rycle' The U'S' Cou rt of Appeals for the 9th Circuit (with jurisdiction over California) has ruled that the MBTA does not prohibit incidental take (952 t 2d 2g7 - Court of Appeals, 9th Circuit, 1991)' City of FotsomTree Preservotion Ordinance
Requirements related to biological resources also include protection of existing trees and specifies measures necessary to proteci both ornamental and native oak trees' Chapter 12.16 of the Folsom Municipal Code, the Tree preservation Ordinance, further regulates the cutting or modification of trees, including oaks and specified other trees; requires a Tree Permit prior to cutting or modification; and establishes mitiSation requirements for cut or damaged trees (City of Folsom 2020b)' The Tree Preservation Ordinance establishes policies, regulations, and standards necessary to ensure that the City will continue to preserve and maintain its "urban forests". Anyone who wishes to perform "Regulated Activities,, on "Protected Trees" must apply for a permit with the city' Regulated activities include:
r Removal of a Protected Tree;
. PruninS/trimming of a Protected Tree; andf or'
r Grading or trenching within the Protected zone'
Protected trees include:
r Native oak trees with a diameter of 6-inches or larger for single trunk trees 20-inches or larger combined diameter of native oak multFtrunk trees;
r Heritage oak trees - native oaks with a trunk diameter of 19-inches or Sreater and native oaks with a multi-trunk diameter of 38 inches or greater;
r Landmark trees identified individually by the City Councilthrough resolution as being a significant commu nity benefit; andl or,
r Street trees within the tree maintenance strip'
Jurisdictionol Woten
Any person, firm, or agency planning to alter or work in "waters of the U'S'," including the discharge of dredged or fill materii, must first obtrin authorization from the U.5' Army Corps of Engineers (UsAcE) under section 404 of the clean water Act (cwA). Section 401 requires an applicant for a federal license or permit that allows activities resulting in a discharge to waters of the U'S' must obtain a state certification that the discharge complies with other provisions of the cwA. The Regional water Quality Control Board (RWeCB) administers the certification program in California. The RWQCB also regulates discharges of poltutants or dredged or fill material to waters of the State which is a broader definition than waters of the U.S'
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California Fish and Gume Code Sedion 7602 - Lake and Stesmbed Alteration Program Diversions or obstructions of the natural flow of, or substantial changes or use of material from the bed, channel, or bank of any river, stream, or lake in California that supports wildlife resources are subject to regulation by CDFW, pursuant to Section L602 of the California Fish and Game Code. The CDFW requires notification prior to commencement of any such activities, and a Lake and Streambed Alteration Agreement (ISAA) pursuant to Fish and Game Code Sections 1501-1503, if the activity may substantially adversely affect an existing fish and wildlife resource.' Hqbltot Types/ Vegelolion Communllies
Habitat types/vegetation communities in the project site include blue oak woodland and ephemeral and intermittent drainages.

Blue Oak Waodlond
Blue oak woodland is the predominant habitat type in the project site and occupies approximately 4,82- acres within the site. Vegetation in the blue oak woodland habitat consists primarily of blue oak (Quercus douglasiil and interior live oak (Quercus wislizenil, with some non-native species including mulberry (Morus o/bo), Chinese tallow (Triadica sebiferal, Chinese hackberry (Celtis sinensis), and ornamental cherry (Prunus sp.). The understory is dominated by non-native grasses and forbs, including cultivated oats (Avena sp.), ltalian rye grass lFestuca perennisl, and yellow star-thistle (Centoureo solstitialisl. Disturbed areas, such as bike trails and jumps occur beneath the canopy of the oak woodland, and there is a significant amount of trash and debris in these areas, A small segment of the bike trail occurs in this habitat.

Topogrophy
The terrain in the project site and vicinity is locally flat. The elevation on the project site ranges from 350- to 370-ft above rnean sea level and has low to moderate sloping from east to west.

Sollr
The project site includes two soil mapping units {NRCS 2O2Ol: Argonaut-Auburn-Urban land complex, 3 to 8 percent slopes and Argonaut-Auburn complex, 3 to 8 percent slopes. Soils on the National Hydric Soils List for Sacramento County (NRCS 2015) are not present in the project site.

Both soils occur on hills and are derived from residuum weathered from metamorphic rock. A typical profile of the Argonaut-Auburn-Urban land complex and Argonaut-Auburn complex, 3 to 8 percent slopes include loam from 0- to 14-inches, clay from 14- to 29-inches and bedrock from 29- to 33-inches; the depth to water table is more than 8O-inches.

Speciol-Slolus Plont Species
No special-status plant species were determined to have the potentialto occur on the project site or be impacted by the proposed project. Of the 17 regionally occurring specialstatus plant species that were identified during the database gueries and desktop review, the majority occur in wetland habitats such as vernal pools or seeps, which are absent from the site. Several others are limited to grassland or 32

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cismontane woodland habitats. Although the site contains blue oak woodland, the study area is located' in an urban area dominated by non-native species that does not provide suitable habitat for special status plant species. Therefore, no impacts to special-status plants are anticipated as a result of the proposed project'
Speclol-slolus Wildllle SPecles
A total of 23 regionally occurring special-status wildlife species were identified during the database searches and desktop review. The majority of the special-status wildlife species are associated with aquatic habitats of the adjacent Sacramento Valley such as rivers, sloughs, and freshwater wetlands, including vernal pools. ThL remaining species are associated with specific habitats such as bats roosting in rocky habitats, caves or abandoning buildings, which are not present in or near the study area' There are no reported occurrences of special-status animal species on or adjacent to the site' However, the site provides suitable habitat for white-tailed kite (Elanus leucurusl and other nesting migratory birds. These species are discussed briefly below. Species determined to have no potentialto occur on the project siie or be impacted by the proposed project (Appendix D) are not discussed further in this report.

White-Tailed Kite
White-tailed kite is a year-round resident in coastal and valley lowlands, where it inhabits herbaceous and open stages of most habitat types. lndividuals forage in grasslands, farmlands, and wetlands, preylng ,nortly on small diurnal mammals. Nests are built near the top of dense tree stands, usually near open foraging areas (Zeiner et al. 1988).

No white-tailed kites were observed during any of the biological surveys conducted for the proposed project. The nearest reported extant occurrence of white-tailed kite in the CNDDB is located approximately 3-miles iouthwest of the project site near Lake Natoma (CDFW 2020). Nesting habitat is ilresent on the site in large trees and foraging habitat is present in the ruderal vegetation' However, irabitat for white-tailed kite is marginal due to the urban character of the surrounding area' No adverse effects to white-tailed kite foraging habitat are anticipated as a result of the loss of oak woodland habitat that would occur due to development of the proposed project. Non-breeding adults could readily avoid contact with construction equipment or personnel by moving out of the construction area. oisplacement of non-breeding adults would not be a significant impact. The prolect has potential for adverse effects to white-tailed lite through nest disturbance leading to destruction of eggs or nestlings if this species were to nest in or adjacent to the proiect site' Eggs and young still dependent on the nest would be susceptible to injury or mortality through physical contact or through nest abandonment caused by disptacement of adults. Destruction of eggs or young would be a violation of the Fish and Game Code and a significant impact'
lmplementation of Mitigation Measure BIO-01would reduce impacts to white-tailed kite and other nesting birds to a less than significant level'
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illigrolory Blrds ond Roplorc
The project site provides suitable habitat for nesting migratory birds and raptors. However, migratory and non-game birds are protected during the nesting season by California Fish and Game Code. The project site and immediate vicinity provides nesting and foraging habitat for a variety of native birds common to urbanized areas. Nests were not observed during surveys; however, a variety of migratory birds have the potential to nest in and adjacent to the site, in trees, shrubs and on the ground in vegetation.

Project activities such as clearing and grubbing during the avian breeding season (February 1 - August 31) could result in injury or mortality of eggs and chicks directly through destruction or indirectly through forced nest abandonment due to noise and other disturbance. Needless destruction of nests, eggs, and chicks would be a violation of the Fish and Game Code and a significant impact.

Aquolic Resource Evoluolion
The project site is located in the City of Folsom in the Upper American River hydrologic unit (HUC12:
180201110201). NWI mapping shows no aquatic features on the project site.

HELIX conducted a routine assessment of waters of the U,S. and State on September 30,2020, generally in accordance with the U.S. Army Corps of Engineers' (USACE) Corps of Engineers Wetlands Delineation Manual and the Regionalsupplement to the Corps of Engineers Wetland Delineation Manual: Arid West Region (Version 2.0). A formal delineation of wetlands was not completed. HELIX identified two aquatic resources; an intermittent drainage and an ephemeral drainage totaling 0.04-acre of aquatic resources that are potentially jurisdictional waters of the U,S. and state. The drainage features are depicted on the Habitat and Resource Map, which is included in Attachment A of Appendix D. No other aquatic resources are present on the site.

The intermittent drainage totals 0.03-acre and flows in a southwesterly direction along the northern boundary of the project site. The intermittent drainage is fed by an unnamed emergent wetland swale located north of the site on the Folsom State Prison grounds, via a 24-inch metal culvert that runs beneath Natoma Street to enter the project site. The drainage also receives stormwater runoff from Natoma Street. The water to the site flows intermittently, with water persisting after rain events. The banks of the drainage are incised with a stream channel that is approximately 3-ft wide at the ordinary high-water mark. The intermittent drainage on the project she does not support wetland vegetation, with most of the vegetation within the feature consistent with vegetation in the blue oak woodland vegetation community. Upon leaving the site, the intermittent drainage continues in a southwesterly direction and enters an unnamed tributary to the American River/Lake Natoma west of the prison.

An ephemeral drainage is characterized as a feature with a bed and a bank that channels water from uplands and typically only flows during periods of precipitation. Ephemeral drainages typically do not support wetlands due to their brief hydroperiods, although they typically have an incised bank. ln the project site, there is one ephemeral drainage totaling 0.01-acre that crosses the eastern portion of the site and intersects with the intermittent drainage. The ephemeraldrainage in the project site supports vegetation consistent with understory vegetation described in the blue oak woodland and is dominated by weedy grasses and forbs.
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Determination of regulatory jurisdiction must be made by the U.S' Army Corps of Engineen (USACE), CentralValley Regional Water Quality Control Board (CVRWQCB), and CDFW. lt is likely that impacts to the drainages would occur as a result of the proposed project, which would be a significant impact if they are considered waters of the U.S. or state or subject to CDFW iurisdiction' Protected Trees
A total of 111 trees are present on the site, including 94 blue oaks, seven Fremont's cottonwoods lpopulus fremontiil,tour interior live oaks, two Gooding's black willow (Salix gooddingii) , one mulberry, one Chinese hackberry, one Chinese tallow, and one ornamental cherry (Figure 3). The City of Folsom regulates trees under Section 12.16 of the Folsom Municipal Code (Tree Preservation ordinance). A peimit is required to remove native oaks (defined as valley oak, blue oak, interior live oak, and coast live oak) measuring 6-inches in diameter at standard height (i.e., 54-inches above natural grade, DSH), or a multi-stemmed native oak measuring a total of 2o-inches at DSH. For a tree with a common root system that branches at the ground, DSH is defined as the sum ofthe diameter ofthe largest trunk and one-half the cumulative diameter of the remaining trunks measured at 4.5-ft above natural grade.

A total of 77 trees on the project site are considered protected by Folsom City Code. None of the Fremont,s cottonwood, Cirinese hackberry, Chinese tallow, mulberry, ornamental cherry or Gooding's black willow are protected. See Attachment B in Appendix C for additional data on the trees found on the project site.

Table 7 outlines the number of trees, with their respective DSH, to be impacted or to be retained' The project includes a total of 111 trees on the project site, of which 77 trees are protected by the Folsom CitV Coa". Of the totalTT protected trees, 55 protected trees require mitigation (the remaining 12 trees do not warrant mitigation due to poor health). Underthe proposed project,30 protected trees, with 473.1.-inches at DSH, would be retained. The proposed project would result in direct or indirect impact of the remaining 47 protected trees, which would require 571.3-inches at DSH of mitigation' However, the final mitigation for the impact of protected trees is to be determined by the City Arborist prior to issuance of a City Grading Permit. Please refer to Figure 10 for the Tree lmpact Plan' Table 7: On-Site Tree Designation
Total Trees
on Proiect
Site
unprotected
Trees
Protected
Trees
Protected
Trees to be
impacted
Protected
Trees to be
retained
Number ttL 34 77 47 30
DSH
linchesl
s71.3 473.1
Based on Figure 10 included in Appendix A.
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Evoluotion ol Biologicol Resources
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 U.S. Fish and Wildlife Service? less than significant with mitigation. The trees and understory grassland areas within the project site provide suitable nesting habitat for white-tailed kite and other raptors as well as other native birds and large trees adjacent to the site provide nesting habitat for raptors. Removal of vegetation containing active nests would potentially result in destruction of eggs and/or chicks; noise, dust, and other anthropogenic stressors in the vicinity of an active nest could lead to forced nest abandonment and mortality of eggs and/or chicks. Needless destruction of eggs or chicks would be a violation of the Fish and Game Code and a significant impact. Pre-construction surveys should be conducted priorto project implementation to determine if nesting birds are present on or adjacent to the site, so that measures could be implemented if needed to avoid harming nesting birds. lmplementation of Mitigation Measure BIO-01would reduce impacts to white-tailed kite and other nesting birds to a less than significant level.

Mitigation Measure BIO{1: Avoid and minimize impacts to white-tailed kite and other nesting birds. . lf project (construction) ground-disturbing or vegetation clearing and grubbing activities commence during the avian breeding season (February 1- August 31), a qualified biologist shall conduct a pre-construction nesting bird survey no more than 14 days priorto initiation of project activities and again lmmediately prior to construction, The survey area shall include suitable raptor nesting habitat within 500-ft of the project boundary (inaccessible areas outside of the project site can be surveyed from the site or from public roads using binoculars or spotting scopes). Pre-construction surveys are not required in areas where project activities have been continuous since prior to February 1, as determined by a qualified biologist. Areas that have been inactive for more than 1.4 days during the avian breeding season must be resurveyed prior to resumption of project activities. lf no active nests are identified, no further mitigation is required. lf active nests are identified, the following measure is required:
o A suitable buffer {e.g., 500-ft for raptors; 100-ft for passerines) shall be established by a qualified biologist around active nests and no construction activities within the buffer shall be allowed until a qualified biologist has determined that the nest is no longer active (i.e., the nestlings have fledged and are no longer reliant on the nest, or the nest has failed). Encroachment into the buffer may occur at the discretion of a qualified biologist. Any encroachment into the buffer shall be monitored by a qualified biologist to determine whether nesting birds are being impacted.

With implementation of Mitigation Measure BIO-01, impacts to the white-tailed kite and nesting birds would be less than significant.
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 U.S. Fish and Wildlife Service?
No impact. No riparian habitats, sensitive natural communities, or other protected habitats are located on or adjacent to the project site. Therefore, no impact would occur. 36

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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?
Less than significant with mitigation. The 0.04-acre of aquatic features located on the project site are potentially regulated by the USACE, CVRWQCB, and CDFW under the Clean Water Act, Porter-Cologne Act, and Section 1600 of the Fish and Game Code. Therefore, removal or fill of the aquatic features would likely require a permit from these agencies. ln order to avoid impacts to jurisdictionalwetland and waters, Mitigation Measure Blo-02 would be implemented, mitigating impacts to a less than significant level.

Mitigation Measure BIO{2: Avoid and minimize impacts to jurisdictional wetland and waters r prior to start of construction, the project proponent shall either prepare a formal delineation and submit it to the USACE for verification or obtain verification based on the mapping of aquatic resources in this report as well as contact the USACE, CVRWQCB, and CDFW to determine the need for permits and secure any required aquatic resources permits for impacts to waters of the U.S./5tate from the USACE, CVRWQCB, and CDFW, pursuant to Sections 404 and 401 of the Clean Water Act, the California Water Code, Section 1600 of the Fish and Game Code, and the State Water Resource Control Board Dredge and Fill Policy. The proiect proponent shall comply with all conditions of such permits including providing compensatory mitigation at a minimum 1:1 ratio as required to achieve no net loss of wetlands or other waters. d) lnterfere 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. The project site is surrounded by development including Prison Road and Folsom State prison to the north, Cimmaron Circle and single-family homes to the east, PG&E powerlines, single family homes, and duplexes to the south, and Fargo Way, Office Space, and Folsom City Police Department to the west. The project site does not provide any wildlife movement corridors or wildlife nuisery sites. Therefore, there would be no impacts to wildlife corridors or the use of native wildlife nursery sites as a result of the proposed project.
e) Conflict with any tocal policies or ordinances protecting biological resources, such as a tree preservation policY or ordinance?
Less than significant impact with mitigation. of the 111trees on the project site,77 trees are considered protected by Folsom City Code. lf protected trees will be removed by the proposed project mitigation will be required per Section 12.16.150'
protected trees rated 3, 4 or 5 shall be replaced at a ratio of one-inch equivalent for every one-inch of DSH removed as shown in Table 8. Protected trees rated 2 shall be replaced at a ratio of one-half-inch equivalent for every one inch removed. Protected trees rated 0 or 1 require no replacement or any other mitigation. Mitigation for trees can be done through on-site replacement planting payment of in lieu fees, or a combination thereof.
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Table 8. Tree Replacement Equivalency Table
Replacement Tree Size DSH Equivalency
A Sampling tree; or 0.5-inch DSH
Tree in container less than 15 0.5-inch DSH
15-gallon container tree l-inch DSH
24-inch boxtree 2-inch DSH
35-inch box tree 3-inch DSH
Of the 77 trees protected by Folsom City Code, only 65 trees require potential mitigation based on having a health rating of 5,4,3, or 2. Of those 65 trees potentially requiring mitigation, the proposed project would only result in direct or indirect impact to 47 protected oak trees, which would require 571.3-inches at DSH of mitigation (Table 7). With implementation of Mitigation Measure BIO-03, impacts to protected trees would be less than significant.

Matigation Measure BlO.03: Avoid and minimize impacts to protected trees a The applicant shall provide mitigation for directly or indirectly impacted oak trees based on having a health rating of 5,4,3, or 2. Based on the DSH equivalency ratio, the project applicant shall mitigate for the removal of approximately 47 oak trees (571.3 inches at DSH) that will be removed with development of the project. Finalmitigation requirements shallbe determined by the Cpy Arborist upon receipt of final design plans prior to the issuance of a grading permit.

Mitigation for trees shall be done through on-site replacement planting, payment of in-lieu fees as determined by the City, or a combination thereof-
A Tree Permit Application containing an Application Form, Tree Protection and Mitigation Plan, and Arborist Report shall be submitted to the City of Folsom by the ownerlapplicant for issuance of a Tree Work Permit and Tree Removal Permit prior to commencement of any grading or site improvement activities. The tree protection and mitigation plan shall be prepared in collaboration w6h a qualified arborist and shall be subject to review and approval by the City' The tree protection and mitigation plan shall contain the contact information of the project arborist and shall be included in all associated plan sets forthe project.

Removal of any protected fiee shall be mitigated by planting replacement trees and/or payment of "ln-Lieu" fees on a diameter inch basis in accordance with FMC.Section 12.16.150. The proposed method of mitigation shall be subject to review and approval by the City. prior to starting construction, oak trees to be preserved shall be fenced with high visibility fencing consistent with the city-approved tree protection and mitigation plan. Parking of vehicles, equipment, or storage of materials is prohibited within the Tree Protection Zone of protected Trees at all times. Signs shall be posted on exclusion fencing stating that the enclosed trees are to be preserved. Signs shall state the penalty for damage to, or removal of, the protected tree.

The owner/applicant shall retain the services of a project arborist for the duration of the development project to monitor the health of oak trees to be preserved and carry out the City- approved tree protection plan. All regulated activity conducted within the Critical Root Zone of protected trees, as that term is defined in Folso$ Municisal CodelFMC| 12.L6.020, shall be a
a
a
a
38

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a
performed under the direct supervision of the project arborist. A copy of the executed contract for these arboricultural services shall be submitted to the City prior to the issuance of any tree or grading permits
Certification letters by the project arborist attesting compliance with the tree protection and mitigation plan and tree permit conditions shall be submitted to the City' 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? No impact. No Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan has been approved for the City of Folsom. Therefore, no impacts to an existing adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan would occur. 39

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V. CULTURAL RESOURCES
Potcntlr[y
$3nmclnt
lnPact
tr3IThrn
$tltmcmt
*tlth
Mhlpdon
lncorporrtcd
lrseThen
Sltnlfrcrnt l{o
lmprct lmpaGt
Would the project:
a) Cause a substantial adverse change in the significance of a historical resource pursuant to 915064.5?
fl ntr
b) Cause a substantial adverse change in the significance of an archaeological resource pursuant to 515064'5?
n I nn
c) Disturb any human remains, including those interred
outside of dedicated cemeteries? n I fi lf
The discussion below is based on a cultural resources assessment prepared by HELIX Environmental planning, lnc. (HEtlX 2}22bl, attached to this lnitial Study as Appendix E. This assessment, which addresses both archaeological and architectural resources, is based on the results ofan archival records search, Native American coordination, and a pedestrian survey of the project site' Envlronmenlol Setllng
State and federal legislation require the protection of historical and cultural resources' ln 1971, president's Executive Order No. 11593 required that all federal agencies initiate procedures to preserve and maintain cultural resources by nomination and inclusion on the National Register of Historic Places.

In 1980, the Governo/s Executive Order No. B-54-S0 required that state agencies inventory all "significant historic and cultural sites, structures, and objects under their jurisdiction which are over 50 years of age and which may qualify for listing on the National Register of Historic Places." Section 15054.5(bX1) of the CEQA Guidelines specifies that projects that cause "...physical demolition, destruction, relocation, or alteration of the resource or its immediate surroundings such that the significance of an historic resource would be materially impaired" shall be found to have a significant impact on the environment. For the purposes of CEOA, an historical resource is a resource listed in, or determined eligible for listing in the California Register of Historical Resources. When a project could impact a resource, it must be determined whether the resource is an historical resource, which is defined as a resource that:
(A) is historically or archaeologically signlficant, or is significant in the architectural, engineering, scientific, economic, agricultural, educational, social, political or cultural annals of California; and,
(B) Meets any of the following criteria: 1) is associated with events that have made a significant contribution to the broad patterns of California's history and cultural heritage; 2) is associated with the lives of persons important in our past; 3) embodies the distinctive characteristics of a type, period, region, or method of construction, or represents the work of an important creative individual, or possesses high artistic values; or 4) has yielded, or may be likely to yield, information important in prehistory or history. The City of Folsom Standard Construction Specifications were developed and approved by the City of Folsom in May 2004 and updated in 40

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April 2015. They include Article 11 - Cultural Resources, which provides direction on actions to be taken in the event that materials are discovered that may ultimately be identified as a historical or archaeological resource, or human remains (City of Folsom 20L5).

Cultural Background
The following is a brief overview of the prehistory, ethnography, and historic background of the project area intended to provide a historical context for cultural resources that might be found in the vicinity of the APE. This section is not intended to be a comprehensive review of the current resources available; rather, it serves as a general overview of human occupations and uses of the general project vicinity.

Further details can be found in ethnographic studies, mission records, arid major published sources, including Beardsley (1948), Bennyhoff (1950, 1954, t977), Fredrickson (1973 and t9741, Kroeber {1925), Chartkoff and Chartkoff (1984), and Moratto {1984}'
Prehistoric Background
Early archaeological investigations in central California were conducted at sites located in the Sacramento-San Joaquin Delta region. The first published account documents investigations in the Lodi and Stockton area (schenck and Dawson 1929). The initial archaeological reports typically contained descriptive narratives, with more systematic approaches sponsored by Sacramento Junior College in the 1930s. At the same time, University of California at Berkeley excavated several sites in the lower Sacramento Valley and Delta region, which resulted in recognizing archaeological site patterns based on variations of inter-site assemblages. Research during the 1930s identified temporal periods in central California prehistory and provided an initial chronological sequence (Lillard and Purves 1936; Lillard et al. 1939). tn 1939, Lillard noted that each cultural period led directly to the next and that influences spread from the Delta region to other regions in central California {Lillard et al. 1939). ln the late 1940s and early 1950s, Beardsley documented similarities in artifacts among sites in the San Francisco Bay region and the Delta and refined his findings into a cultural modelthat ultimately became known as the CentralCalifornia Taxonomic System (CC[S). This system proposed a uniform, linear sequence of cultural succession (Beardsley 1.948 and 1954). The CCTS system was challenged by Gerow, whose work looked at radiocarbon dating to show that Early and Middle Horizon sites were not subsequent developments but, at least partially, contemporaneous {Gerow 1954, L974; Gerow and Force 1968).

To address some of the flaws in the CCTS system, Fredrickson {1973) introduced a revision that incorporated a system of spatial and cultural integrative units. Fredrickson separated cultural, temporal, and spatial units from each other and assigned them to six chronological periods: Paleo-lndian (10000 to 6000 B.C.); Lower, Middle and Upper Archaic (6000 B.C. to A.D. 500), and Emergent (Upper and Lower, A.D. 500 to 1800). The suggested temporal ranges are like earlier horizons, which are broad cultural units that can be arranged in a temporal sequence (Moratto 1984). ln addition, Fredrickson defined several patterns-a general way of life shared within a specific geographical region. These patterns include:
. Windmiller Pattern or Early Horizon (3000 to 1000 B.C.); . Berkeley Pattern or Middle Horizon {1000 B.C. to A.D' 500}; and, . Augustine Pattern or Late Horizon (A'D' 500 to historic period).

Brief descriptions of these temporal ranges and their unique characteristics are presented below. 4l

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Windmiller Pattern or Early Horizon F0aO b nOO 8.C.)
The Windmiller Pattern, or, the Early Horizon culture, was centered in the Cosumnes district of the Delta and emphasized hunting rather than gathering, as evidenced by the abundance of projectile points in relation to plant processing tools. Additionally, atlatl, dart, and spear technologies used typically included stemmed projectile points of slate and chert. Obsidian projectile points, however, are sparingly found on Windmiller sites. The large variety of projectile point types and faunal remains suggests exploitation of numerous types of terrestrial and aquatic species (Bennyhoff 1950; Ragir 1972). Burials occurred in cemeteries and intra-village graves. These burials typically were ventrally e*ended, although some dorsal extensions are known with a westerly orientation and a high number of grave goods. Trade networks focused on acquisition of ornamental and ceremonial objects in finished form rather than as raw material. The presence of artifacts made of exotic materials such as quartz, obsidian, and shell indicate an extensive trade network that may represent the arrival of Utian populations into central California. Also indicative of this period are rectangular Haliotis and Olivello shell beads, and charmstones that usually were perforated.

Berketey Pottern or Middte Horizon (n0A B.C' to A'D. 5N) ,
The Middle Horizon is characterized by the Berkeley Pattern, which displays considerable changes from the Early Horizon. This period exhibited a strong milling technology represented by minimally shaped cobble mortars and pestles, although metates and manos were still used. Dart and atlatl technologies during this period were characterized by non-stemmed projectile points made primarily of obsidian.

Fredrickson (1973)suggests that the Berkeley Pattern marked the eastward expansion of Mi-Wuk groups from the San Francisco Bay Area. Compared with the Early Horizon there is a higher proportion of grinding implements at this time, implying an emphasis on plant resources rather than on hunting.

Typical burials occurred within the village with flexed positions, variable cardinalorientation, and some cremations. As noted by Lillard, the practice of spreading ground ochre over the burial was common at this time (Llllard et al. 1939). Grave goods during this period are generally sparse and typically include only utilitarian items and a few ornamental objects. However, objects such as charmstones, quartz crystals, and bone whistles occasionally were present, which suggest the religious or ceremoniai significance of the individual (Hughes 1994). During this period, larger populations are suggested by the number and depth of sites compared with the Windmiller Pattern. According to Fredrickson (19731' the Berkeley Pattern reflects gradual expansion or assimilation of different populations rather than sudden population replacement and a gradual shift in economic emphasis, Augustine Pdttern or Lote Harizon (A.D. 500 to Historic Period) The Late Horizon is characterized by the Augustine Pattern, which represents a shift in the general subsistence pattern. Changes include the introduction of bow and arrow technology; most importantly, acorns became the predominant food resource. Trade systems expanded to include raw resources as well as finished products, There are more baked clay artifacts and extensive use of Holiotis ornaments of many elaborate shapes and forms. Burial patterns retained the use of flexed burials with variable orientation, but there was a reduction in the use of ochre and widespread evidence of cremation (Moratto 1984). Judging from the number and types of grave goods associated with the two types of burials, cremation seems to have been reserved for individuals of higher status, whereas other individuals were buried in flexed positions. Johnson (1976) suggests that the Augustine Pattern represents expansion of the Wintuan population from the north, which resulted in combining new traits with those established during the Berkeley Pattern.
42

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Central California research has expanded from an emphasis on defining chronological and cultural units to a more comprehensive look at settlement and subsistence systems. This shift is illustrated by the early use of burials to identify mortuary assemblages and more recent research using osteological data to determine the health of prehistoric populations {Dickel et al. 1984}, Although debate continues over a single model or sequence for central California, the general framework consisting of three tempora/cultural units is generally accepted. Having said that, the identification of regional and local variation remains a major goal of current archaeological research, Ethnographic Background
The cultural groups that occupied the project area at the time of Euro-American contact around 1845 are the Southern Maidu, sometimes called the Nisenan. This group speaks a language related to the Penutian stock, and it is generally agreed that they entered the region sometime after 1750 AD, and that their territory included the Bear River, American River, Yuba River, and southern portions of the Feather River drainages (Wilson and Towne 1978:387). Southern Maidu settlements were often located on ridges that separated parallel streams, or terraces located part way up slopes (Kroeber 1925)' The Southern Maidu village of Yodok was thought to have been originally located on the south side of the American River, in the approximate vicinity of the current town of Folsom (Kroeber 1925:394). Later ethnographers however, depict the village on the north side of the river (Bennyhoff t977:L25, L65; Wilson and Towne 1978:388), close to the present-day location of the Cliff House Restaurant (located at 9900 Greenback Lane). lt is suspected that additional large settlements existed in the region prior to Euromerican contact which went undocumented due to the speed with which the Southern Maidu way of life was impacted by white settler colonialism.

Ethnographic descriptions ofthe Southern Maidu suSgest a varied subsistence strategy based on the exploitation of available resources. They hunted a variety of large and small mammals, {including deer, bear, elk, antelope, and rabbit), fish (salmon, trout, and eel), and birds (waterfowl, crows, and plgeons), and gathered numerous edible seeds, nuts, berries, herbs, and native fruits (Kroeber 1925). The Maidu were nomadic throughout the year, following game and gathering plants. Population movements were predicated upon the changes of seasons in an effort to make subsistence gathering easier. Winter villages were formed atong drainages at elevations below 2,500-ft (Johnson t982:74'751. Spring, summer, and early fall were spent at higher elevation camps, where resources were gathered, prepared, and stored for winter (Wilson and Towne 1978:388)'
Maidu dwellings include a conical structure built out of poles thatched with bark, sticks, leaves, and pine needles. These structures were often built on top of shallowly excavated pits, with dirt built up around their perimeters. These structures measured between 10- and 15-ft in diameter. Larger Maidu villages often included dance houses, which measured between 20- and 40-ft in diameter, as well as other larger structures which functioned as sweat houses and lodges. These larger structures extended down into the subsurface, with 10- to 20-ft high posts used to support a domed roof which consisted of poles and thatched sticks, bark, and pine needles. An outer layer of earth, measuring roughly L-foot thick, was used to sealthe structure against the elements (Kroeber 1925:407-408).

The epidemic of 1833, which was brought by Euromericans into the Folsom area, had terrible impacts on local Maidu populations. Thought to be malaria, this epidemic is estimated to have killed up to 75 percent of the Sacramento Valley native population, Maidu included. Another major impact to the Maidu way of life came with the discovery of gold in Coloma in 1848. This prompted thousands of 43

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miners to move into the region and stake claims for mining operations. This carving up of territory on maps was quickly followed by the removal of $ees, and the diversion of rivers and creeks from their natural beds, resulting in the siltation of local streams. Beyond the environmental degradations these activities caused, mining operations radically reduced the hunting and gathering territories of the Maidu and other native American groups all but extinguishing their means of maintaining self-sufficient levels of food collection/production as well as their capacity to collect materials used in the crafting of tools, structures, trade goods, and medicalsupplies (Levy 1978, Wilson and Towne 1978). By the 187Os, the surviving Maidu were largely working in Euro-American owned mines and ranches or working as day laborers in industrialor agricultural settings (Powers 1975). Still, Maidu people continue to live in the region to this day, and are striving to maintain, reinvigorate, and safeguard their cultural heritage and traditional practices.

Historic Background
The first Europeans to visit the interior of California were Spanish expeditions launched to recapture Native Americans who had escaped from the rule of coastal missions (Heizer and Almquist 1971, McGruder 1950, Napton 1997:6). Catholic missions were the hallmark of the Spanish Period (1796-L8221 in California, during which time 21 missions were established by the Franciscan Order along the coast between San Diego {among the earliest of missions) and San Francisco. Among the first Europeans to formally explore the Central Valley was Lieutenant Gabriel Moraga, who led excursions in the area between 1806 and 1808 to examine the area's main water ways including what we today call the American, Calaveras, Cosumnes, Feather, Merced, Mokelumne, Sacramento, San Joaquin, and Stanislaus rivers. ln 1813, Moraga again ventured into the Central Valley, this time focusing on the south, and coined the name of the san Joaquin River (Hoover et al. 2002:359). Luis Arguello led the last of the Spanish expeditions into the CentralValley in 1817 when he traveled up the Sacr0mento River, past current day Sacrarnento, and into the mouth of the Feather River before turning back to the coast (Beck and Haase !974:L8,20, Grunsky 1.989:3-4)'
The Mexican Revolution, which took place between 1.81-0 and 1821, resulted in the end of Spanish rule in modern day California and ushered in Mexican governance in the area, which was marked by an extensive issuance of land grants, mostly of lands in the interior of the state, Californios (or Mexican Citizens in California who were given land grants) were given locations by the Mexican Republic in the interior, with the goal of increasing populations in areas further from the coast where Spanish era settlements had already been established and developed into bustling areas of commerce.

Settlement of the Sacramento area began by late 1830s and early 1840s, when entrepreneurs such as John Sutter and Jared Sheldon obtained land grants from the Mexican government in exchange for an agreement to protect Mexican interest in these remote regions. ln 1839, John Sutter built the earliest Euro-American settlement within Sacramento County. Named Sutter's Fort, it was well known outpost that brought with it an increase in Euro-American trappers, hunters, and settlers to the Sacramento area. John Sutter also founded New Helvetia, a trading and agricultural outfit, that was based out of Sutter,s Fort, close to the location where the Sacramento and American rivers split, near today's City of Sacramento (Hoover et al. 2002)'
The Mexican period was also characterized by exploration of the western Sierra Nevada mountain range by American fur trappers and later, miners. Jedediah Smith, an American trapper, is known to have explored the Sierra Nevadas in 1826 and 1827, entering the Sacramento Valley and traveling along the American and Cosumnes rivers and through the San Joaquin Valley. Soon after other trappers ventured 44

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into the area, including those involved with the Hudson's Bay Company in 1832 (Hoover et al. 2002:370).

ColonelJ. Warner is also known to have traveled with the Ewing-Young trapping expeditlon which passed through the CentralValley in 1832 and 1833 (Gilbert L879:11).

The American period in California began in 1848 with the end the Mexican American War (1846 - 1848), and the ensuing Treaty of Guadalupe Hidalgo which officially made California a territory of the United States. Soon after, gold was discovered at Sutter/s Mill, located along the American River in Coloma. By 1849 over 80,000 people had emigrated to try and stake their claims and strike it rich in the California Gold Rush. Due to this population boom, and the industries that popped up as a result, California was made the 31rt state of the United States in 185O and by 1854, the bustling town of Sacramento was made the state capital.

Local History
The City of Folsom was named after Captain Joseph Libbey Folsom, a West Point graduate who arrived in California in L847 to serve as Quartermaster in San Francisco. ln 1848 Captain Folsom purchased a 35,000-acre Mexican land grant located just to the east of John Sutter's land grant and hired Theodore Judah, a railway engineer, and surveyor, to lay out a town initially named Granite City. After Captain Folsom's death in July 19, 1885, his executors changed the town name to Folsom (Gudde 1998). The history of the city is steeped in the development of the mining and transportation industries, and later was heavily influenced by the development of the Folsom Prison and hydroelectric dams.

Mormon Bar, located just a few miles east of Folsom, was the second major gold find within California and by the spring of 1848 a group of Mormons had developed mining operations in the area (Hoover et al. 1990, The Telegraph 1956:8). These efforts were soon followed by the exploration of the other gravel bars along the American River; by 1849 mining works were established between Mormon lsland and Mississippi Bar, including Alabama Bar, Slate Bar, Beam or Bean's Bar, and Sailor Bar. Other nearby mining camps included Texas Hill, just south of present-day Folsom and Big Gulch mining camp, north along the American River (Hoover et al. 1990:289). Negro Bar was also located on the American River, near present day Decatur and Reading streets, and was first mined by Afro-Americans in 1849, The community that sprang up around Negro Bar began within the current townsite of Folsom and extended almost a mile downstream. These works, camps, and residences housed some 700 inhabitants as of 1851, and the settlements included two generalstores and two hotels {Gudde t975:235, Hoover et al. 1990:289). ln 1852, however, a massive flood on the river forced a relocation of the community onto the bluffs above the bar (6udde 1975).
ln 1851, check dams were built by the Natomas Water and Mining Company on the South Fork American River two miles above Salmon Falls to facilitate the supply of water for mining operations in the growing Folsom Mining District. By 1854 these dams diverted water across 20-miles of ditches and sluice gates that supplied the Folsom area, and included a main canalthat reached Prairie City to the south (Barrows 1966, Reed 1923:130, Thompson and West 1880). The area saw an infusion of Chinese immigrants around 1850, with many of them hired to help build the ditches and dams for the Natomas Company.

Some also established themselves in the Folsom area by reworking abandoned claims and tailings piles {Barrows L966:70-7\,Thompson and West 1880}. By the mid-1850s there were over 1,200 Chinese living in the area, primarily working as miners.

Mining in the area persisted through the 1960s, though to a far lesser extent than the mining boom in the 1850s. these efforts included placer and drift mining ventures near Alder Creek and Willow Springs, 45

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at the Golden Treasure Mine close to Leidersdorff Street, at the White and Donnelly Gravel Mine between Leidesdorff and Sutter Street, and at Wool and Reading streets (Maniery and Syda 1991:25).

Dredge mining the American River was first attempted by W. P. Bonright and Company when they obtained title and rights to the Mississippi Bar (Barrows 1955:54-55). By the 1900s and 1910s several companies seeking to emulate the successes of the Bonright dredging endeavor moved into the region, with some working the gravels at Sailor Bar and Texas Hill (The Telegraph, May 30, 1903). Mining remained the primary focus on the Folsom economy until the 1940s, when the federal government placed a moratorium on the mining of non-essential metals as a result of the outbreak of World War ll' Though mining/dredging operations resumed after the war in L945, the returns proved to be not nearly as profitable as they had in earlier years. The last mining enterprise in the region halted operations in 1962 (Barrows 1"966).
ln 1852 the Sacramento Valley Railroad Company (SVRR) was developed to build a rail line between Sacramento and Negro Bar. The route was surveyed and laid in 1854. Construction began in 1855 and completed by 1855, making it the first line completed in California (Barrows 1965:L5, Reed 1.923:130). A terminus for the SVRR was built in Folsom near already established hotels and stores' The railway opened on February 22, t856 and quickly made Folsom a transportation center for freight and passengers who needed to push further into the California interior, or to arrive in Sacramento for shipment by boat to San Francisco and then elsewhere. Many would arrive in Folsom to stage voyages to Sonora, placerville, Auburn, and Marysville (Thompson and West 1880:223). As a result Folsom grew along with the railroad traffic, with the years between 1856 and 1865 characterized by the development of hotels, houses, churches, an academy, and businesses including a flour mill, and the Folsom Telegraph building (Thompson and West 1880:223). A series of fires (two in 1871, one in L872, and another in 1888) destroyed a tremendous amount of property in the area, but each time the city's business district found ways to quickly bounce back with the construction of larger and grander buildings. ln the 1870s Folsom also saw an increase in agricultural activity as the Natoma Water and Mining Company began renting out large swaths of their property for use as vineyards, gardens, and orchards (Reed 1923:130), Chinese, Native Americans, Portuguese, ltalians, and African Americans worked in these agricultural fields and took on the roles of cook, laborers, and handymen in the Folsom area.

Growth in the area was also spurred in the 1870s and 1880s by the opening of Folsom State prison in 1878. This prison remains a major employer for the town through the present day' Originally intended to house the surplus of criminals held at 5an Quentin prison, construction began on the Folsom Prison in 1874, with the efforts largely supplied by local Folsom businesses. The prison was built on land owned by the Natoma Water and Mining company. ln exchange for the state gaining possession of the land, convict labor was to be used to construct a dam for the company {Barrows 1966:771. A railroad spur intended to supply the new prison facility was built along the south bank of the American River and extended to the intended dam site. The first cell block was completed in 1880 promptlng the first transfe r oI 44 convicts from San Quentin. These men were soon put to work building an additional cellhouse and the dam for the Natoma Company. These buildings were made with granite quarried from the prison grounds, and as the prison was expanded, so was the prisoner population' The prison was unique in that it had an electric power plant on the grounds to power interior lighting and the arc-lights that illuminated the boundaries of the prison grounds {Barrows 1.955:78)' Convict labor from the prison was used to build the Folsom dam as intended, which led to the development of the nearby hydroelectric pla nt.

The dam and the first half-mile of the associated canal were completed in 1893. Soon after log booms 46

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were constructed so that logs could be floated through the power canal and to a milling pond and sawmill near Folsom. These logging businesses were operated by the American River Land and Lumber Company which were affiliated with the Natoma Company (Barrows 1965). By 1895, a hydroelectric system consisting of a two-story powerhouse, intake gates, penstocks, McCormick turbines, and GE generators was completed. Once operational, this powerhouse brought electric current through transmission lines to Sacramento, forming the longest transmission line in the world at the time (Barrows 1966:23), This hydroelectric system was continuously upgraded and remained in use until 1952 when the Folsom Dam was demolished in anticipation of the construction of a new dam further upstream.
ln the latter half of the 20tr century the City of Folsom continued to expand and grow. The new Folsom Dam project began in 1952 and was completed by 1956. This new dam was built to control flooding in Sacramento and to provide hydroelectric power to nearby cities. ln the 1960s, musician Johnny Cash brought fame to the city and the Folsom Prison, with his hit single "Folsom Prison Blues" and the subsequent recording of an album on the prison grounds in 1968. ln 1982 lntel Corporation, the computer hardware company, made Folsom its home and purchased 234 acres to set up offices, warehouses and manufacturing center. Today the 1.5 million square foot lntel campus employs over 5,000 employees and is the single largest employer in the city. ln more recent decades, especially the 1990s, Folsom has been the site of rapid expansion, as the suburbs of Sacramento spread out into the Folsom city limits. As of the 2020 census, Folsom is home to some 80,454 residents. This recent growth has spurred the development of numerous residential neighborhoods, apartment complexes and shopping centers.

Cullurol Resource Record Seorch
Previous Studies
On January 2I,2A22, a records search addressing the APE and a 0.50-mile radius beyond the APE boundaries was conducted by the North Central lnformation Center (NCIC) at California State University, Sacramento. The purpose of the records search was to: (1) identify prehistoric and historic resources previously documented in the APE and within 0.5-mile of APE boundaries; (2)determine which portions of the ApE may have been previously studied, when those studies took place, and how the studies were conducted; and, (3) ascertain the potential for archaeological resources, historical resources, and human remains to be found in the APE. This search also included a review of the appropriate USGS topographic maps on which cultural resources are plotted, archaeological site records, building/structure/object records, and data from previous surueys and research reports. The California Points of Historical lnterest, the California Historical Landmarks, the NRHP, the CRHR, and the California State Historic Resources lnventory listings were also reviewed to ascertain the presence of designated, evaluated, andlor historic-era resources within the APE. Historical maps and historical aerial photographs of the area were also examined {NETROnline2O22l.

The cultural resources records search identified 1.0 studies that have previously been conducted within a O.S-mile radius of the APE (Table 9). Of these, two studies overlapped with the current APE for at least part of their survey area; these include report numbers 004508 (Maniery 1993) and 004509 (Maniery and Syda 1991). Brief summaries of the reports pertaining to surveys that overlapped with the current APE are provided below Table 9'
47

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Table g.Previous Studies Conducted within 0.5-Mile of the APE Report
004508
004509
0001s5
001837
003751
005933
011288
011533
011755
Tltle
Determination of Effect, American
River Bridge Crossing Project, City of
Folsom, Sacramento County,
California
Cultural Resources lnvestigation for
the American River Bridge Crossing
Project, City of Folsom, Sacramento
Cou California
An Archaeological Survey of the Oak
Avenue Parkway, Ashland Water
Transmission Main and Storage, Blue
Ravine Water Transmission Main,
and the Lew Howard MemorialPark
for the City of Folsom, Sacramento
California
Archaeologlcal SurveY for the
Proposed Natoma PiPeline
Expansion, Folsom Dam to the CitY
of Folsom Water Treatment Plant
Nextel Communications (on-air) CA-
O2O5A lWest Folsom Entrance Road
to Folsom State Prison
Cultural Resources lnvestigation for
the Folsom Sanitary Sewer
Rehabilitation Project- Phase 1
Fo CA
Su pplemental Historic Property
Suruey Report for the JohnnY Cash
Class 1 Bicycle Trail, City of Folsom,
California Federal Project No. 5288
Cultu ral Resources Records Search
and Site Visit Results for T-Mobile
West, LLC Candidate SC 14633A (East
Natoma & Randall), 235 Marchant
Drive, Folsom, Sacramento County,
California
Cultural Resources Survey of Folsom
Zoo, Sacramento CountY, California
Oak Parkway Trail Undercrossing,
Draft lnitialstudy & Environmental
Evaluation
lncludes
APE?Aff,llatlonAuthorlslYear
Yes
PAR
Environmental
Services, lnc,
Maniery,
Mary L.1993
Yes
PAR
Environmental
Seruices, lnc.
1991
Maniery,
Mary L. and
Keith A. Syda
No
Archaeology
Study Center,
CSU
Sacramento
L977 Greenway,
Gregory
No
Sharon
Waechter
Waechter,
Sharon1997
No
EarthTouch, LLCBillat, Lorna
Beth2001
No
PAR
Environmental
Services, lnc.
1998
Maniery,
Mary L. and
Cindy Baker
No
PAR
Environmental
Services, lnc.

PAR
Environmental
Services, lnc.
2013
No
Environmental
Assessment
Specialist, lnc.

Wills, Carrie
D, and
Kathleen A.

Crawford
20t4
NoPAR
Environmental
Services, lnc.

Allen, Josh20L5
NoHELIX
Environmental
Planning lnc.

Wills, Carrie2015013383
48

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Source: Helix 2022b'
Report q,450s - Determination of Effect, American River Bridge crossing Praiect, city of Folsom, Sacromento County, Cotiforniawas written by Mary'1. Maniery in 1993' The American River Bridge Crossing project ApE consisted of four linear alignments or alternatives that extended {east to west) from near the current Folsom Dam, to downstream of the existing Rainbow Bridge. lntersection improvements and road widening activities were also planned as part of the project. The survey area covered for this effort encompasied four possible alignments {referred to in the report as "alternatives") for a bridge that would be built across the American River. The records searches and surveys conducted for these alternative alignments encountered 10 historic period cultural resources including Folsom's ,,Chinatown,, district (CA-SaC-+ZO-H), the Sacramento Valley Railroad (CA-SAC-428-H), the Folsom Hydroelectric system (cA-sAc-42g-H), the Folsom powerhouses (National Historac Landmark/cHL fl533), nainUow Bridge {Bridg efi246-67),and several individual built resources on APNs 070-0113-001, 070- 0105-012, 070-0010-019,070-0010-01g and 070-0091-007. However, none ofthe identified resources fall within the currently proposed APE, nor are any of these resources anticipated to be affected by the currentlY ProPosed undertaking.

Report @4509 - Culturol Resources lnvestigation for the American River Bridge Crossing Proiect, City of Foisom, Sacramento County, Colifarnia,was written my Mary L. Maniery and Keith A' Syda in 199L' Similar to report 004508, this cultural resource investigation examined four linear alignments or alternatives for a proposed bridge that would cross the American River, as well as associated road improvements that extended {east to west} from near the current Folsom Dam to downstream of the existing Rainbow Bridge. The investigation identified 13 archaeologicalsites, five isolated artifacts, and 55 historic structures. None of the resources identified during the records searches or pedestrian surveys covered within this report fall within the currently proposed APE, and none of the resources mentioned in the report are anticipated to be affected by the current undertaking' Previously Recorded Searches
The records search revealed that elements of one cultural resource, the Folsom Mining District {P-34- 000335 / CA-SAC-00030gH) may be present within the APE, and that eight previously recorded cultural resources lie within 0.5-miie of the ApE. A brief descrlption of resource P-34-000335 {cA-sAc-000308H) is provided below Table 10.
p-34{m335 {CA-SAC,(FO30SHf : Most recently updated by coleman, Talcott, and wolpert of Solano Archaeological services, this resource, known as the Folsom Mining District, ls comprised of a variety of elements from the region's historic mining period (spanning from the 1840s through the mid-twentieth century) including mines, quarries, tailings, mining equipment, habitation sites, roads, railroad grades' water conveyances, and structural foundations. The results of HELIX's records search indicated that elements of this historic district could be present within the currently proposed APE. Nclc records suggest that the Folsom Mining District taken as a unified entity has been determined to be ineligible for list-ing on the NRHp and cRHR, but that individual elements within the district may be eligible for listing and tJrat they should be evaluated as eligible or ineligible on a case-by-case basis' 49

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RccorderTrlnomlal Year
cA-sAc-0 00308H 1969 K. G. S.
n/a 1990 Syda, K., and C.

Thomas
n/a 1990 Syda, K., and C.

Thomas
n/a 1990 Syda, K., and C.

Thomas
cA-sAc-000424 1990 Syda, K., and C.

Thomas
cA-sAc-000425 1990 Syda, K., and C.

Thomas
1989 Gerry, R., and M.

PeakcA-sAc-000429H
nla 2At4 Crawford, K. A,
20t7 Appleby, Richard
AllencA-sAc-000425
Table 10. Previously Recorded Cultural Resources withln O.5-Mile of the APE Prlm.ry
P-34-000335
P-34-0000,16
P-34-000017
P-34-000018
P-34-0004s1
P-34-0004s2
P-34-000456
P-34-005017
P-34-005119
Historic period district- Folsom
Mining District, several
incorporating elements including
foundations and structure pads, a
water conveyance system, mines,
and
Prehistoric period isolate - Mano
Prehistoric period isolate - Pestle
Historic period site- Concrete
rubble and 3 quarried granite
blocks
Historic period site - Water
conveyance system, associated
with Folsom Mi District
Prehistoric period site - Lithic
scatter
Historic period site - Water
conveyance system,
roads/trails/ra ilroad grades,
da and stand structures
Historic period site - 1960s PG&E
Tower constructed with bolted
steel L-shaped profiles and cross
arms
Historic period site - Folsom State
Prison Railroad, no longer extant,
plotted route appears on 1892
USGS ma
Source: HELIX 2022b
Historic Maps and Aerial Photographs
Historic maps and aerial photographs examined for this review include plat maps from 1857 and 1856; Folsom USGS 7.5-minute quadrangle maps from 1914, L944,1954, and 1967; and a series of aerial photographs dating from 1952 through 2018 (NETROnline 2022). The plat maps and US65 quadrangle maps reveal no signs of development of the APE through 1957" The aerfalphotograph series of the AFF reveals the development of Natoma Street by 1952 and several dirt roads to the south\,vest of the AFE.

By 1964, the area adjacent south of the APE has been further developed wlth paved roads and the construction of a few residential houses. By 1993 development in the area increated considerably, with residential construction having taken place to the northeast, east, south, southwest, and northwest of the APE. Due north of the APE, however, the land remained undeveloped save for the paved road that leads to the Folsom prison located 2.5-miles north of the APE. Despite these developments in the 50

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vicinity of the APE throughout the 20th century, the aerial photography analysis sugBests that no developments took place within the curently proposed APE (NETROnline 2022).

Nolive Amerlcon Heritoge Commicsion Socled Londs File Seorch On January 2L,2022, HELIX requested thatthe NAHC conduct a search oftheirSacred Lands File {SLF) for the presence of Native American sacred sites or human remains in the vicinity of the proposed project area. On February 9,2A22 HELIX received a response from the NAHC that indicated the SLF search returned negative results but that the absence of specific site information in the SLF does not necessarily indicate the absence of cultural resources within the project area, As a result, the letter recommended that HEUX reach out to 10 Native American tribal representatives (Appendix E) who may also have knowledge of cultural resources in the project area. The recommended points of contact with Native American Tribes included:
. Dahlton Brown, Director of Administratio0, Wilton Rancheria . Grayson Coney, Cultural Director, Tsi Akim Maidu
. Pamela Cubbler, Treasurer, Colfax-Todds Valley Consolidated Tribe . Regina Cuellar, Chairperson, lone Band of Miwok lndians . Sara A. Dutschke, Chairperson, lone Band of Miwok lndians . Steven Hutchason, Tribal Historic Preservation Office, Wilton Rancheria r Rhonda Morningstar Pope, Chairperson, Buena Vista Rancheria of Me-Wuk lndians . Clyde Prout, Chairperson, Colfax-Todds Valley Consolidated Tribe . Jesus Tarango, Chairperson, Wilton Rancheria
. Gene Whitehouse, Chairperson, United Auburn lndian Community of the Auburn Rancheria
HELIX sent letters to these tribal representatives on February tA,2022. As of the date of this report no responses have been received.

Pedeslrlon Survey
HELIX Staff Archaeologist, Jentin Joe, surveyed the undertaking's APE on February 8,2022. The survey involved the systematic investigation of the APE's ground surface by walking in parallel 10-meter (m) transects. During the survey the ground surface was examined for artifacts (e'9., flaked stone tools, tool-making debris, stone milling tools, fire-affected rock, prehistoric ceramics), soil discoloration that might indicate the presence of a prehistoric cultural midden, soil depressions, and features indicative of the former presence of structu res or buildings {e.g., standing exterior walls, postholes, foundations, wells) or historic debris (e.g., metal, glass, ceramics). Ground disturbances such as gopher holes, burrows, cut banks, and drainage banks were also visually inspected. Representative survey photographs are found in Appendix E.

The topography of the APE is largely flat, with small rises in elevation in the northeast which dip down to a small creek which lies along the north boundary of the property and runs east to west. The APE is bounded by residential neighborhoods to the south, and east, a small business center to the west, and by Natoma Street to the north, with the Folsom Prison property just north of Natoma Street. The APE is mostly covered in oak trees and tall grasses, and the surveyor encountered fairly poor surface visibility (10 percent or less) with the exception of exposed patches of the ground surface that have been 51

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modified (photograph 1). These patches have clearly been disturbed and reveal light brown, loamy soils with few inclusions. The patches are signs of significant and recent ground disturbance in the form of excavations and earthen works that appear to have been designed to create an informal mountain biking trail/racing course (Photograph 2). The surveyor also found a great deal of modern trash on the site, j'ncluding planks of wood, scraps of plastic, and a discarded mattress (Photograph 3). To the west is a walking trail that extends just outside the southern boundary of the APE' No prehistoric or historic-era materials or features were observed during HELIX's intensive pedestrian suruey of the APE.

Evqluollon of Cullurql Resources
a) cause a substantial adverse change in the significance of a historical resource pursuant to $15064'5? b) Cause a substantial adverse change in the significance of an archaeological resource pursuant to $15064.5?
Less than significant impact with mititation.

The results of this Cultural Resources Assessment indicate that there are no known or newly discovered cultural resources within the ApE, prompting HELIX to recommend that the area is not likely to contain surface based archaeological deposits. Although the NCIC records search indicated that elements of district p-34-000335 (the Folsom Mining District) may potentially be located within the current APE, no traces of the district were found during HELIX's pedestrian survey of the project area. As a result, the current project is anticipated to have no impacts on district P-34-000335.

Based on the results of HELIX's cultural resource assessment the APE can be assumed to have a low sensitivity for surficial cultural resources and this project is anticipated to have no impacts to historical resources for the purposes of compliance with both section 106 of the NHPA and CEQA' The recommendations provided beloware intended to minimize the potentialfor buried and undocumented cultural resources to be significantly impacted during project implementation.

Consequently, HELIX recommends that there would be no effect on historic properties or historical resources, including archaeological and built-environment resources as a result of project implementation. No additional studies, archaeological work, or construction monitoring are recommended. However, in light of the presence of prehistoric resources within the study area {P-34- 0000016 and p-34-000017) and the potential presence of elements of district P-34-000335 to lie within the study area, HELIX recommends that the Mitigation Measure CUL-01 and CUL-02 outlined below be implemented in the unlikely event that cultural fesources are encountered during construction' lf historical or archaeological resources are discovered, implementation of Mitigation Measure cU[-01 and Mitigation Measure cuL-oz would reduce any potential impact to a less than significant level for questions a) and b)'
Mitigation Measure CUL-01: lnadvertent Discovery
ln the event that cultural resources are exposed during ground-disturbing activities, construction activities should be halted within 100-ft of the discovery. cultural resources could consist of but are not limited to stone, bone, wood, or shell artifacts, or features including a
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hearths, structural remains, or historic dumpsites. lf the resources cannot be avoided during the remainder of construction, an archaeologist who meets the secretary of the lnterior's professional eualifications Standards should then be retained, in coordination with USACE and the city, to assess the resource and provide appropriate management recommendations' lf the discovery proves to be NRHP- and/or cRHR-eligible, additional work, such as data recovery excavation, may be warranted and should be discussed in consultation with USACE and the City' Matiption Measure CUL-02: Worker Awareness Training Program r All construction personnel involved in ground disturbing activities shall be trained in the recognition of possible cultural resources and protection of such resources. The training will inform all construction personnel of the procedures to be followed upon the discovery of archaeological materials, including Native American burials. Construction personnel will be instructed that cultural resources must be avoided and that all travel and construction activity must be confined to designated roads and areas. The training will include a review of the local, state, and federal laws and regulations related to cultural resources, as well as instructions on the procedures to be implemented should unanticipated resources be encountered during construction, including siopping work in the vicinity of the find and contacting the appropriate environmental compliance specialist'
c) Disturb any human remains, including those interred outside of dedicated cemeteries? Less than significant impact with mitigation. No human remains are known to exist within the project area nor were there any indication, oihumtn remains found during the field survey' However, there is always the possibility that subsurface construction activities associated with the proposed project, such as trenching and grading, could potentially damage or destroy previously undiscovered human remains' This is a potentlally significant impact. However, if human remains are discovered, implementation of Mitigation Measure cul-02 and Mitigation Measure cuL-03 would reduce this potential impact to a less than significant level,
Mitigatlon Measure CUL-03: Treatment of Human Remains
r Although considered highly unlikely, there is always the possibility that ground disturbing activities during construction may uncover previously unknown human remains' ln the event of an accidental discovery or recognition of any human remains, Public Resource Code (PRC) Section 50g7,gg must be followed. once project-related earthmoving begins and if there is a discovery or recognition of human remains, the following steps shall be taken:

1. There shall be no further excavation or disturbance of the specific location or any nea rby area reasonably suspected to overlie adjacent human remains until the County Coroner is contacted to determine if the remains are Native American and if an investigation of the cause of death is required. lf the coroner determines the remains are Native American, the coroner shall contact the NAHC within 24 hours, and the NAHC shall identifo the person or persons it believes to be the "most likely descendant" of the deceased Native American' The most likely descendant may make recommendations to the landowner or the person responsibie for the excavation work, for means of treating or disposing of, with appropriate dignity, the human remains, and any associated grave goods as provided in PRC Section 5097.98, or
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2. Where the following conditions occur, the landowner or his/her authorized representative shall rebury the Native American human remains and associated grave goods with appropriate dignity either in accordance with the recommendations of the most likely descendent or on the project area in a location not subject to further subsurface disturbance:
a. The NAHC is unable to identify a most likely descendent or the most likely descendent failed to make a recommendation within 48 hours after being notified by the commission;
b. The descendent identified fails to make a recommendation; or c. The landowner or his authorized representative rejects the recommendation of the descendent,
54

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VI. ENERGY
hnthll,I
thnflcNnt
lmplct
lese rhrn
S[nfrcrdiwldr
llltlpdon
lncorporrtod
trsTlnn
Sl$lfrcilrt llo
lmprct lnpa.t
Would the project:
a) Result in potentially significant environmental
impact due to wasteful, inefficient, or unnecessary
consumption of energy resources, durfng project
construction or operation?
n I ll
b) Conflict with or obstruct a state or local plan for
renewable energy or energy efficiency?
n l-rL-l a I
Environmenlol Setling
California's electricity needs are satisfied by a variety of entities, including investor-owned utilities, publicly owned utilities, electric service providers and community choice aggregators. ln 2020, the California power mix totaled 272,576 gigawatt hours (GWh). ln-state generation accounted for 51 percent of the state's power mix. The remaining electricity came from out-of-state imports (CEC 2021a), Table 11 provides a summary of California's electricity sources as of 2020.

Table 11. Preuiously Recorded Cultural Resources within O.S-Mile of the APE
Fuel TypG Percent of Callfornia Power
Coal 2,74
Large Hydro 12.2L
Natural Gas 37.06
Nuclear 9.33
oil 0,01
Other {Petroleum Coke/Waste Heat) 0.19
Renewables 33.09
Source: CEC 2021a
Natural gas provides the large$t portion of the total in-state capacity and electricity generation in California, with nearly 45 percent of the natural gas burned in California used for electricity generation in a typical year, Much of the remainder is consumed in the residential. industrial, and commercial sectors for uses such as cooking, space heating, and as an alternative transportation fuel. ln 2012, total 55

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natural gas demand in California for lndustrial, residential, commerclal, and electric power generation was 2,313 billion cubic feet per year (bcf/year), up from 2,L96 bcf lyear in 2010 {CEC 2021b}' Transportation accounts for a major portion of California's energy budget. Automobiles and trucks consume gasoline and dieselfuel, which are nonrenewable energy products derived from crude oil. €asoline is the most used transportation fuel in Callfornia, wlth 97 percent of all gasoline being consumed by light-duty cars, pickup trucks, and sport utility vehicles (SUVs!. 1n 2015, 15.1 billiod gallons of gasoline were sold in California {CEC 2021c}, Diesel fuel is the second most consumed fuel in California, used by heavy-duty trucks. delivery vehicles, buses, trains, ships, boats, and farm and construction equipment. ln 2015,4.2 blllion gallons of diesel were sold in Callfornia {CEC 2021d).

Evqluallon of Energy
a) Result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resoutces, durlng project construction or operation? Less than significant impact. Energ!, used for construction would primarily consist of fuels in the form of diesel and gasotine for the operation of construction equipment and construction worker vehicles.

While construction activities would consume petroleum-based fuels, consumption of such re$ources would be temporary and would cease upon the completion of construction. The Air Quality and Greenhouse Gas Emissions Technical Report estlmated the proposed project's 6HG emissions using CalEEMod (HEuX 2O22cl. The construction energy calculations from the prepared for the proposed project is shown in Table 12.

Table 12. Construction Energy Summary
lt8tr
Off-Road Construction EquiPment 1,960,515
On-Road Construction Traffi c
Prolect Construction Total
Source: HELIX 2022c; kBtu = kilo-Eritish thermal unit
The project's construction-related energy usage would not represent a significant demand on energy resources because it is temporary in nature. Additionally, with implementation of the low impact design features, project construction would avoid or reduce inefficient, wasteful, and unnecessary consumption of energy, Therefore, the project's construction-phase energy impacts would be less than significant,
Operation of the proposed project would increase the consumption of energy related to electricity, natural gas, waterr and wastewater. However, implementation of low impact design, energy efficient, and sustainable features would also reduce the energy usage. The project design incorporates sustainable features that would exeeed the requirement of the California Building Energy Efficiency Standards (ntle 24, Part 6), by 15 percent or more, The project would provide 14 electric vehicle charging stations, as requlred under the City's General Plan GHG Reduction Measure T-8 and would provide 28 bicycle parking spaces, as required under the City's General Plan GHG Reduction Measure T-3 (Appendix B).

GallonsGesGallonsDlercl
14,ta4
2,926 8,916
8,916t7,o?/
56

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llardscapes, such as pedestrlan and bicycle pathways, outdoor seating and dining areas. and parking stalls/ trash apron would be constrscted with cool paving materia|s (e.g., slab concrete). Cool paving areas, including shaded areas, acsount for approximately 58.2 percent of the non-roof impervious area.

The operational energy calculations prepared for the proposed project are shown in Table 13.

Table 13. Operational enerry Summary
EnergyType kBtu
Gasoline (Gallons) 5,142,521
Diesel {Gallons) 43O,744
Natural Gas (kBtu) 1,280,610
Electricity {kwh} 2,042,292
Source: HELIX 2022c; kBtu = kilo-British thermal unit
During operations, the rnajority of fuel consumption resulting from the project would involve the use of motor vehicles traveling to and from the project site, as well as fuels used for alternative modes of transportation that may be used by residents. lt should be noted lhat over the lifetirne of the project, the fuel efficiency of vehicles is expected to increase. As such, the amount of gasoline consumed as a result of vehicular trips to and from the project site during operation is expected to decrease ovel time.

Based on these considerations, implementation of the proposed project would not result in rlrrasteful, inefficient, or unnecessary consumption of energy. lmpacts would be less than significant. b) Conflict with or obstruct a state or local plan for renewable energy or energy efficiency? No impact. The proposed project would not conflict wlth or obstruct a stale or local plan for re newable energy efficiency. The project would conform to all applicable state, federal, and local laws and codes. l'herefore, the proposed proiect would have no impact'
Quantlty
41,472
3,099
1,280.610
s98,s37
Total
57

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VII. GEOIOGY AND SOII.S
Potc|lthlly
Sltnmcrnt
lmplct
losfhen
S[nhcrrt
wltt
Mitl&tlon
lnGorpor.tsd
tareThrn
Slanlfiellt lto
lmpac lmprct
Would the project:
a) Directly or indirectly cause potential subrtantial adverse efferts, including the risk of loss, injury. or death
involving:

Rupture of a known earthquake fault, as delineated
on the most recent Alquist-Priolo Earthquake Fault
Zoning Map issued by the State Geologist for the area
or based on other substantial evidence of a known
fault? Refer to Division of Mines and Geology Special
Publication 42.
l-
l. I n il
ii. Strong seismic ground shaking? r"1 [J r
iii. Seismic-related ground failure, including
liquefaction?
il I l-:l
iv, Landslides? n u I tr
b) Result in substantial soil erosion or the loss of topsoil? il I n 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, latera{ spreading, subsidence, liquefaction or collapse?
u I NT
d) Be located on expansive soil, as defined in Table 18'1-8 of the Uniform Building Code {199a}, creating substantial
direct or indirect risks to life or property?
t nn
e) Have soils incapable ofadequately supporting the use of septic tanks or alternative wastev!'3ter disposal systems where sewers are not available for the disposal of
wastewater?
tr tl I
f) Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature? I uu
The Geology and Soils section of this document is based on the project-specific Geotechnical Engineering Study prepared by Youngdahl Consulting Group, lnc {Youngdahl 2021}. The environmental setting discussion below is largely from this geotechnical study, which is included as Appendix F.

Environmenlol Setling
Sudoce Condilions
The project site is located on the southeastern side of East Natoma Street in Folsom, California and is bounded by East Natoma Street to the northwest, existing residential subdivisions to the northeast and 58

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south, and Folsom Prison to the north. A paved pedestrian path is present between the site and the subdivision to the west and south, along with transformer towers and overhead power lines. Seasonal drainage paths are present, extending from the east to the southwest along the northern property boundary. Topography at the site generally consists of the highest elevation at the southeast corner, sloping downward in various directions. The existing slopes within the site are generally 2H:1V (Horizontal: Vertical) or flatter. Vegetation throughout the project generally consisted of seasonal grasses and trees.

Geology
The project site is situated on the eastern edge of Sacramento County, located within the western foothills of the Sierra Nevada geomorphic province of California. According to the Geologic Map of the Sacramento Quadrangle, California (D.1. Wagner, et al., 1981), this portion of the foothills and the project site is underlain by Copper HillVolcanic Rocks. The Copper Hillvolcanic are a sequence of Late Jurassic-age volcanic rock that overlies the Salt Spring Slate.

Based upon the records currently available from the California Department of Conservation, the project site is not tocated within an Alquist-Priolo Regulatory Review Zone and there are no known faults located at the project site.

Subrufoce Condilions
Subsurface explorations by Youngdahl Consulting Group, lnc., were conducted on November 5,2O2L, and included the excavation of eight exploratory test pits, Subsurface soil conditions at the project site primarily consisted of sands, silts, and clays overlying weathered bedrock. The site was generally observed to be surfaced with sand and silt layers in a medium dense/ stiff condition, that were present to depths of i,- to 2.5-ft below existing grade. Test pit 8 consisted of clays in stiff condition, and in Test pits 1r7, clay layers were in a medium to stiff condition. The clays were primarily present in layer thicknesses between approximately 0.5- to 1-ft; however, 3-ft clay layers were encountered in Test pits 1 and 3. No clays were observed in Test pit 6. Bedrock was encountered at 1.5- to 4-ft below the ground surface and was completely to slightly weathered and soft to very hard condition range. A permanent groundwater table was not encount€red at the project site with no impact to the development of the site. Due to shallow depth and low permeability of the underlying rock, perched water is common to the area and could be encountered during grading operations (Youngdahl 2021).

CIV Regulolion of Geology qnd Soils
The City of Folsom regulates the effects of soils and geological constraints on urban development primarily through enforcement of the California Building Code, which requires the implementation of engineering solutions for constraints to urban development posed by slopes, soils, and geology' 59

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Additionally, the City adopted a Grading Code {Folsom MunicipalCode Seciion 14.29) that regulates grading citywide to control erosion, storm water drainage, revegetation, and ground movement.

Evqluollon of Geology qnd Soils
a) Directly or indirectly cause potentialsubstantial adverse effects, including the risk of loss, injury, or death involving:
i. Rupture of a known earthquake faall, as delineated on tbe most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault? Refer to Division of Mines and Geology Special Publication 42?
Less than significant impact. According to the Geotechnical Engineering Survey, there are no known active fautts crossing the property, and the project site is not located within an Earthquake Fault Zone (youngdahl 2021). Therefore, ground rupture is unlikely at the subject property, and impacts would be less than significant.
ii. Strong seismic ground shaking?
Less than significant impact. The site-specific Geotechnical Engineering Survey identified the project site as a Site Class C in accordance with the 2016 California Building Code (Class A requires least earthquake resistant design and Class F the most earthquake resistant design). Seismic design parameters based on the 2016 California Building Code and site investigations were outlined in the Geotechnical Engineering Survey for use in structural design. Evaluation of seismicity for the project site included the review of existing fault maps and the implernentation of seisrnic design parameters from the United State Geological Survey (USGS) online calculator and databases (Youngdahl 2021). Conformance to the current bullding code would minimize potentlal ground shaking impacts to a less than significant level. iii. Seismic-related ground failure, including liquefaction? Less than significant impect. Liquefaction is the sudden loss of soil shear strength and sudden increase in porewater pressure caused by shear strains, which could result from an earthquake. Research has shown that saturated, loose to medium-dense sands with a sih content less than about 25 percent located within the top 40-ft are most susceptible to liquefaction and surface rupture or tateral spreading. Slope instability can occur as a result of seismic ground motions andlor in combination with weak soils and saturated conditions'
Due to the absence of a permanentty elevated groundwater table, the relatively low seismicity of the area, and the relatively shallow depth to rock, the potentialfor seismically induced damage due to site liquefaction, surface rupture, and settlement was considered low (Youngdahl202f). Forthe above- mentioned reasons, miligation for these potential hazards is not considered necessary for the development of this project. Therefore, liquefaction is unlikely at the subiect property and impacts would be less than significant.
iv. Landslides?
Less than slgnificant impact. The existing slopes on the project site were observed to have adequate vegetation on the slope face, appropriate drainage away from the slope face, and no apparent tension 60

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cracks or slip block in the slope face or at the head of the slope. Additionally, due to the absence of permanently elevated groundwater table, the relatively low seismicity of the area, and the relatively shallow depth to bedrsck, the potentia! for seismicity inducted slope instability for the existing slopes was considered low (Youngdahl 20?1). Therefore, landslides are unlikely at the subject property and impacts would be less than significant'
b) Result in substantial soil erosion or the loss of topsoil? Less than significant impact. The 2015 CBC (California Building Code) and the City's Grading Code and standard conditions for project approvalcontain requirements to minimize or avoid potentialeffects from water erosion hazards. As a condition of approval, prior to the issuance of a grading or building permit, the City would require the applicant to prepare a soils report, a detailed grading plan, and an erosion control plan by a qualified and licensed engineer. The soils report would identify soil hazards, including potential impacts from erosion. The City would be required to review and approve the erosion control plan based on the California Department of Conservation's "Erosion and Control Handbook'" The erosion control plan would identify protective measures to be implemented during excavation, temporary stockpiling, disposal, and revegetation activities. With the approval of a soils report grading plan, and an erosion control ptan, impacts relating to substantial soil erosion or loss of topsoil would be less than significant.
c) Be tocated on a geologlc unit or soilthat 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?
Less than significant impact with mitigation. The proposed project is relatively long, irregular in shape, and anticipated to be supported by variable thicknesses of soil and or bedrock. Due to these features, the primary geotechnical concern associated with the planned development is the potentialfor excessive differential settlement, which can stress and damage foundations and other structural and architecturalelements. Generally, foundations constructed within the planned cut areas of the building pad would bear a relatively thin section of native soils and or bedrock. However, foundations constructed within the planned fill areas could bear significantly thicker sections to fill, which have a much higher potential for settlement.

A Geotmhnical Engineering Survey by Youngdahl Consuhing Group, lnc. prepared recommendations for the foundation, construction, and design of the proposed building in the proJect site (See Appendix F for more detail on site recommendations). With the implementation of Mitigation Measure 6EO-01, outlined below, the impacts relatlng to unstable soils in the proiect area would be less than significant with mitigation.

Mltitation Measure GEO-01: lmplementation of Recommendations in the Geotechnical Engineering Survey
r A Geotechnical Engineering Survey was prepared by Youngdahl Consulting Group, lnc' in December 2021. The proposed projects' design plans and specifications outlined in the survey shall be reviewed and approved by a California-licensed geotechnical engineer or engineering geologist prior to contract bidding. A review shall be performed to determine whether the recommendations contained within the Geotechnical Engineering Survey are still applicable to the project. Modifications to the recommendations provided in the Geotechnical Engineering 61

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Survey prepared by Youngdahl Consulting Group, lnc. or to the design may be necessary at the tlme of review based on the proposed plans. The project applicant shall implement all applicable recommendations approved by a California-licensed geotechnical engineer or engineering geologist prior to issuance of a grading permit'
d) Be located on expansive soil, as defined in Table 18-1-8 of the Uniform Building Code (1994), creating substantial direct or indlrect risk to life or property? Less than significant impa6 with mitigation. Plastic materials (clay soils) were encountered in relatively thin layers at the project site. An expansion index test was performed on a sample of the clay, which resulted in a value of 40 (low expansion). The majority of the remaining materials encountered in the exploration were generally non-plastic (rock, sand, and non-plastic silt). The non-plastic materials are generally considered to be non-expansive. The GeotechnicalEngineerlng Study provided recommendations relating to mitigation of expansive soils in the project site (See Appendix F for more detail). Due to the configuration of the proposed conttruction, the anticipated grading, and with implementation of Mitigation Measure GEO-o3., it is not anticipated that speclaldesign considerations for expansive soils would be required, With these conditions, the impacts would be less than significant with mitigation.
e) Have soils inc*pable of adequately supporting the use of septic tanks or alternative wastewater dlsposal systems where sewers are not available for the disposal of wastewater? No impact. The proposed sewer system would connect to the public sewer system and would not require septic systems or an alternative waste disposal system. No impact would occur. f) Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature? Less than significant impact with mitigation. No previous surveys conducted in the project area have identified the project site as sensitive for paleontological resources or other geologically sensitive resources, nor have testing or ground disturbing activities performed to date uncovered any paleontolo6ical resources or geologically sensitive resources. While the likelihood encountering paleorrtological resources and other geologically sensitive resources is considered low, project-related ground disturbing activities could affect the int€Brity of a previously unknown paleontological or other geologically sensitlve resource, resulting in a substantial change in the significance of the resource' 'fherefore,the proposed project could result in potentially significant impacts to paleontological resources. lmplementation of Mitigation Measure GEO-02 would reduce potentially significant impacts to a less than significant level.

Mitiption Measure GEO-02: ldentification of Paleontological Resource During Proiect Construction r ln the event a paleontological or other geologically sensitive resources (such as fossils or fossil formations) are itlentified during any phase of proJect construction, all excavations within L00-ft of the find shall be temporarily halted untilthe find is examined by a qualified paleontologist, in accordance with Society of Vertebrate Paleontology standards. The paleontologist shall notify the appropriate representative at the City of Folsom who shall coordinate with the paleonfologist as to any necessary investigation of the find. lf the find is determined to be significant under CEQA, the City shall implement those measures which may include avoidance, preservation in place, or other appropriate rneasures, as outlined in Fublic Resources Code Section 21083.2,
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VIII. GREENHOUSE GAS EMISSIONS
Potenrblly
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Would the project:
a) Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the
environment?
ft t t-J
b) Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of I nn greenhouge ?
HELIX Environmental Planning conducted a greenhouse gas emissions assessment for the proposed p.oject based primarily on the results of the City's Greenhous Gas Reduction Strategy Consistency Checklist as presented in Appendix B.

Environmenlol Selting
Global climate change refers to changes in average climatic conditions on Earth including temperature, wind patterns, precipitation, and storms. Global temperatures are moderated by atmospheric gases.

These gases are commonly referred to as greenhouse gasses (GHG) because they function like a greenhouse by letting sunlight in but preventing heat from escaping, thus warming the Earth's atmosphere,
GHGs are emitted by natural processes and human (anthropogenic) activities. Anthropogenic GHG emissions are primarily assoclated with burning of fossilfuels during motorized transport; electricity generation; natural gas consumption; industrial activity; manufacturing; and other activities such as deforestation, agricultural activity, a nd solid waste decom position.

The GHGs defined under California's Assembly Bill (AB) 32 include carbon dioxide (COz), methane {CH+), nitrous oxide (NzO), hydrofluorocarbons {HFC), perfluorocarbons (PFC), and sulfur hexafluoride (SFe}' Each GHG differs in its ability to ebsorb heat in the atmosphere based on the lifetime, or persistence, of the gas molecule in the atmosphere. Estimates of GHG emissions are commonly presented in carbon dioxide equivalents (CO:e), which weigh each gas by its globalwarming potential (GWP). Expressing GHG emissions in COze takes the contribution of all GHG emissions to the greenhouse effect and converts them to a single unit eguivalent to the effect that would occur if only COzwere being emitted. GHG emissions quantities in this analysis are presented in metric tons (MT) of COze. For consistency with United Nations Standards, modeling, and reporting of GHGs in California and the U,S. use the GWPs defined in the lntergovernmental Panel on Climate Change's {IPCC} Fourth Assessment Report {IPCC 2007): COz- 1; CHq- 25; NzO - 298.
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GHG Reduclion Regulotlons ond Plqns
The primary GHG reduction regulatory legislation and plans (applicable to the project) at the State, regional, and local levels are described below. lmplementation of California's GHG reduction mandates is under the authority of CARB at the state level, SMAQMD and the Sacramento Area Council of Governments {SACOG) at the regional level, and the City at the local level' Executive Order S-3{5: On June L,2AO5, Executive Order {EO) 5-3-05 proclaimed that California is vulnerable to climate change impacts. lt declared that increased temperatures could reduce snowpack in the Sierra Nevada, fu*her exacerbate California's air quality problems, and potentially cause a rise in sea levels. To avoid or reduce clirnate change impacts, EO 5-3-05 calls for a reduction in GHG emissions to the year 2000 levels by 2010, to year 1990 levels by 2020, and to 80 percent below 1990 levels by 2050. Executive Orders are not laws and can only provide the governor's direction to state agencies to act within their authority to reinforce existing laws.

Assembly Bill 32 - Global Warming Solution Act of 2005: The California Global Warming Solutions Act of 20A6, widely known as AB 32, requires that CARB develop and enforce regulations for the reporting and verification of statewide GHG emissions. CARB is directed by AB 32 to set a GHG emission limit, based on 1990 levels, to be achieved by 2020. The bill requires CARB to adopt rules and regulations in an open public process to achieve the maximum technologically feasible and cost-effective GHG emission reductions.

Executive Order 8-30-15: On April 29,2015, EO 8-30-15 established a California GHG emission reduction target of 40 percent below 1990 levels by 2030. The EO aligns California's GHG emission reduction targets with those of leading international governments, including the 28 nation European Union.

California achieved the target of reducing GHGs emissions to 1990 levels by 202O, as established in AB 32. California's new emission reduction target of 40 percent below 1990 levels by 2030 will make it possible to reach the goal established by EO 5-3-05 of reducing emissions 80 percent under 1990 levels by 2050.

Senate Bitl 32; Signed into law by Governor Brown on September 8, 2016, Senate Bill (SB) 32 (Amendments to the California GlobalWarming Solutions Action of 2006) extends 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 8-30-15 for 2030, which set the next interim step in the State's continuing efforts to pursue the long-term target expressed in EO 8-30-15 of 80 percent below 1990 emissions levels by 2050.

California Air Resources Board: On December 11, 2008, the CARB adopted the Climate Change Scoping plan (scoping Plan) as directed by AB 32. The Scoping Plan proposes a set of actions designed to reduce overall GHG emissions in California to the levels required by AB 32. Measures applicable to development projects include those related to energy-efficiency building and appliance standards, the use of renewable sources for electricity generation, regionaltransportation targets, and green building strategy. Relative to transportation, the Scoping Plan includes nine measures or recommended actions related to reducing vehicle miles traveled (VMT) and vehicle GHGs through fuel and efficiency measures.

These measures would be implemented statewide rather than on a project-by-project basis (CARB 2008).
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ln response to EO 8-30-15 and SB 32, allstate agencies with jurisdiction over sources of GHG emissions were directed to lmplement measures to achieve reductions of GHG emissions to meet the 2030 and 2050 targets. The mid-term target is criticalto help frame the suite of policy measures, regulations, planning efforts, and investments in clean technologies and infrastructure needed to continue driving down emissions (CARB 2014). ln December 2017, CARB adopted the 2017 Climate Change Scoping Plan Update, the Strategy for Achieving California's 2030 Greenhouse Gas Target, to reflect the 2030 target set by EO 8-30-15 and codified by SB 32 (CARB 2017).

Sacramento Area Gouncil of Governments: As required by the Sustainable Communities and Climate Protection Act of 2008 {SB 375}, SACOG has developed the 2020 Metropolitan Transportation Plan and Sustainable Communities Strategy. This plan seeks to reduce GHG and other mobile source emissions through coordinated transportation and land use planning to reduce VMT.

City of Folsom: As part of the 2035 General Plan, the City prepared an integrated Greenhouse Gas Emissions Reduction Strategy tAppendix A to the 2035 General Plan; adopted August 28, 2018). The purpose of the Greenhouse Gas Emissions Reduction Strategy (GHG Strategy) is to identify and reduce current and future community GHG emissions and those associated with the City's municipal operations' The GHG Strategy includes GHG reduction targets to reduce GHG emissions (with a 2005 baseline year) by 15 percent in 2020, 51 percent in 2035, and 80 percent in 2050. The GHG Strategy identifies policies within the City of Folsom General Plan that would decrease the City's emissions of greenhouse gases.

The GHG Strategy also satisfies the requirements of CEQA to identifu and mitigate GHG emissions associated with the General Plan Update as part of the environmental review process and serves as the City's "plan for the reduction of greenhouse gases", per Section 15183.5 of the CEQA Guidelines, which provides the opportunity for tiering and streamlining of project-level emissions for certain types of discretionary projects subject to CEQA review that are consistent with the General Plan (City 2018)' Methodology ond AssumPllons
Criteria pollutant, precursor, and GHG emissions for project construction and operation were estimated using the California Emissions Estimator Model (CalEEMod), Version 2020.4.0. CalEEMod is a statewide land use emissions computer model designed to provide a uniform platform for government agencies, land use planners, and environmental professionals to quantify potential criteria pollutant and GHG emissions associated with both construction and operations from a variety of land use projects. The model was developed for the California Air Pollution Control Officers Association (CAPCOA) in collaboration with the California air districts. CalEEMod allows for the use of default data {e.9., emission factors, trip lengths, meteorology, source inventory) provided by the various California air districts to account for local requirements and conditions, and/or user-defined inputs' The calculation methodology and default data used in the model are available in the CalEEMod User's Guide, Appendices & D, and E (CAPCOA 2021). The CalEEMod output files are included in Appendix B.

Construction of the project is anticipated to begin as early as January 2023 and be completed in April 2024. Construction modeling assumes the following anticipated schedule: site preparation 10 working days; grading 87 working days; building construction 207 working days; paving 2l working days; and architectural coating 22 working days. Construction equipment assumptions were based on estimates from CalEEMod defaults. The project would not require an import or export of soil during construction activities. Construction emissions modeling assumes implementation of basic dust control practices (watering exposed areas twice per day) to comply with the requirements of: SMAQMD Rule 403, Fugitive Dust.
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Operational mobile emissions were modeled using the project trip generation of 441 average daily trips from the project Transportation lmpact study (T. Kear Transportation Planning and Management, lnc' 2022). Operational emissions resulting from energy use, water use, and solid waste generation were modeled using CalEEMod defaults with an added 20 percent reduction in water use to account for the requirements of the 2019 CALGreen, and an additional 25 percent solid waste diversion to account for AB 341 requirements'
Stqndords of Signiliconce
The final determination of whether or not a project has a significant effect is within the purview of the lead agency pursuant to CEQA Guidelihes section 15054(b). The city's GHG Stategy. described above, is a qual*ied pian for the reduction of greenhouse gases pursuant to CEQA Guidelines Section 15183.5.

Consistency with the GHG Strategy may be used to determine the significance of the project's GHG emissions.

The city,s 2035 General plan policy NcR 3.2.8 and GHG Strategy include criteria to determine whether the potential greenhouse gas emissions of a proposed project are significant (City 2018)' NCR 3.2.g Streamlined GHG Analysis for Projects Consistent with the General Plan projects subject to environmental review under CEQA may be eligible for tiering and streamlining the anaiysis of GHG emissions, provided they are consistent with the GHG reduction measures included in the General plan and ElR. The city may review such projects to determine whether the following criteria are met:
. proposed project is consistent with the current general plan land use designation for the project site;
. proposed project incorporates all applicable GHG reduction measures (as documented in the Climate Change TechnicalAppendix to the General Plan EIR) as mitigation measures in the CEOA document prepared for the projec! and
r Proposed proiect clearly demonstrates the method, timing and process for which the project will comply with applicable GHG reduction measures and/or conditions of approval, (e.g', using a CAp/GHG reduction measures consistency checklist, mitigation monitoring and reporting plan, or other mechanism for monitoring and enforcement as appropriate).

Evoluollon of Greenhouse Got Emlsslons
a) Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment?
Less than significant tmpact wlth Mitigation. GHG emissions would be generated by the project during construction (vehicle engine exhaust from construction equipment, vendor trips, and worker commuting trips) and during long-teim operation (electricity and natural gas use, electricity resulting from water consumption; s;lid waste disposal, and vehicle engine exhaust). GHG emissions were calculated used CalEEMod, as described in Methodology and Assumptions'
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The calculated GHG emissions anticipated to be generated during construction of the project are shown below in Table 14. Due to the cumulative nature of GHGs, SMAQMD recommends amortizing a project's construction emissions over the operational lifetime of thg project. Therefore, the construction emissions are amortized (i.e., averaged) over 30 years and added to operationat emissions in this analysis.

Table 14. Construction GHG Emissions
Enlslons
Year
2023 396.1
2024 92.4
Totall 488.5
Amoftized Construction Emissions 16.3
Source: CalEEMod (output data is provided in Attachment A) 1 Totals may not sum due to rounding,
GHG = greenhouse gas; MT = metric tons; CO2e = carbon dioxide equivalent The results of the 2025 Operational GHG Emissions are provided below in Table 15.

Table 15. Operational GHG Emissions
2025 Emlsclons
Emlsslon Sources
Area
L,'8.2
Mobile 370,0
Waste 23.6
Water 9.1
subtotaP 523.3
Amorti zed Co nstruction Em isslons 16,3
Total 539.5
Source: CalEEMod {output data is provided in Attachment A} 1 Totalsmay notsum dueto rounding.

GHG = greenhouse gas; MT = metric tons; CO2e = carbon dioxide equivalent To determine significance of the project's GHG emissions, the Ciq/s Greenhouse Gas Reduction Strat€gy Consistency Checklist was completed (City of Folsom 2021; included in Appendix B)' Part 1: Land Use Consistency
The proposed project is consistent with the City's 2035 General Plan land use and zoning designations? The project parcel is designated as ProfessionalOffice (PO) in the Folsom 2035 General Plan, which provides for low-intensity business and professional offices that are compatible with higher-intensity residential uses. The zoning designation of the project site is Business and professional (BP) District. ln accordance with the Greenhouse Gas Reduction Strategy Consistency Checklist, if the project would require a change in land use designation or a rezone, consistency would be determined by calculating the estimated the GHG emissions resulting from maximum buildout of the project site allowed using the current zoning and using the 67