Agenda — Indio City Council, October 1, 2025 (part 3 of 3)

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Tentative Tract Map 34668 Project PAGE 27 City of Indio Greenhouse Gas Technical Report March 2025 projects, the General Reporting Protocol provides a basic framework for calculating and reporting GHG emissions from the project. The information provided in this section is consistent with the General Reporting Protocol’s reporting requirements. The General Reporting Protocol recommends the separation of GHG emissions into three categories that reflect different aspects of ownership or control over emissions. They include the following: • Scope 1: Direct, onsite combustion of fossil fuels (e.g., natural gas, propane, gasoline, and diesel). • Scope 2: Indirect, offsite emissions associated with purchased electricity or purchased steam. • Scope 3: Indirect emissions associated with other emissions sources, such as third-party vehicles and embodied energy (e.g., energy used to convey, treat, and distribute water and wastewater).42 The General Reporting Protocol provides a range of basic calculations methods. However, the General Reporting Protocol calculations are typically designed for existing buildings or facilities. These retrospective calculation methods are not directly applicable to planning and development situations where buildings do not yet exist. CARB recommends consideration of indirect emissions to provide a more complete picture of the GHG emissions footprint of a facility. Annually reported indirect energy usage aids the conservation awareness of a facility and provides information to CARB to be considered for future strategies.43 For example, CARB has proposed requiring the calculation of direct and indirect GHG emissions as part of the AB 32 reporting requirements. Additionally, OPR has noted that lead agencies “should make a good-faith effort, based on available information, to calculate, model, or estimate… GHG emissions from a project, including the emissions associated with vehicular traffic, energy consumption, water usage and construction activities.”44 Therefore, direct and indirect emissions have been calculated for the Project. A fundamental difficulty in the analysis of GHG emissions is the global nature of the existing and cumulative future conditions. Changes in GHG emissions can be difficult to attribute to a particular planning program or project because the planning effort or project may cause a shift in the locale for some type of GHG emissions, rather than causing “new” GHG emissions. As a result, there is an inability to conclude whether a project’s GHG emissions represent a net global increase, reduction, or no change in GHG emissions that would exist if the project were not implemented. The analysis of the Project’s GHG emissions is particularly conservative in that it assumes all the GHG emissions are new additions to the atmosphere. 42 Embodied energy is a scientific term that refers to the quantity of energy required to manufacture and supply to the point of use a product, material, or service. 43 California Air Resources Board, Initial Statement of Reasons for Rulemaking, Proposed Regulation for Mandatory Reporting of Greenhouse Gas Emissions Pursuant to the California Global Warming Solutions Act of 2006 (AB 32), Planning and Technical Support Division Emission Inventory Branch, October 19, 2007. 44 OPR Technical Advisory, p. 5.

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Tentative Tract Map 34668 Project PAGE 28 City of Indio Greenhouse Gas Technical Report March 2025 Construction The Project’s construction emissions were calculated using CalEEMod Version 2022.1.1.29. Details of the modeling assumptions and emission factors are provided in the Technical Appendix. CalEEMod calculates emissions from off-road equipment usage and on-road vehicle travel associated with haul, delivery, and construction worker trips. GHG emissions during construction were forecasted based on the proposed construction schedule and included the mobile- source and fugitive dust emissions factors derived from CalEEMod. The calculations of the emissions generated during Project construction activities reflect the types and quantities of construction equipment that would be used to remove existing pavement, grade, and excavate the Project Site; construct the proposed building and related improvements; and plant new landscaping within the Project Site. In accordance with SCAQMD’s guidance, GHG emissions from construction were amortized (i.e., averaged annually) over the lifetime of the Project. Because emissions from construction activities occur over a relatively short-term period, they contribute a relatively small portion of the overall lifetime GHG emissions for the Project. In addition, GHG emissions reduction measures for construction equipment are relatively limited. Thus, SCAQMD recommends that construction emissions be amortized over a 30-year project lifetime, so that GHG emissions reduction measures will address construction GHG emissions as part of the operational GHG reduction strategies.45 As a result, the Project’s total construction GHG emissions were divided by 30 to determine an approximate annual construction emissions estimate comparable to operational emissions. Operation Similar to construction, CalEEMod is used to calculate potential GHG emissions generated by new land uses on the Project Site, including area sources, electricity, natural gas, mobile sources, stationary sources (i.e., emergency generators), solid waste generation and disposal, and water usage/wastewater generation. Area source emissions include landscaping equipment that are based on the size of the land uses (e.g., square footage or dwelling unit), the GHG emission factors for fuel combustion, and the global warming potential (GWP) values for the GHG emissions emitted.46 GHG emissions associated with electricity demand are based on the size of the land uses, the electrical demand factors for the land uses, the GHG emission factors for the electricity utility provider, and the GWP values for the GHG emissions emitted. As with electricity, the emissions of GHG emissions associated with natural gas combustion are based on the size of the land uses, the natural gas 45 SCAQMD Governing Board Agenda Item 31, December 5, 2008. 46 In 2021, CARB adopted regulations requiring that all small (25 horsepower and below) spark-ignited off-road engines (e.g., lawn and gardening equipment) be zero emission starting in model year 2024. Standards for portable generators and large pressure washers are given until model year 2028 to be electric-powered.

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Tentative Tract Map 34668 Project PAGE 29 City of Indio Greenhouse Gas Technical Report March 2025 combustion factors for the land uses in units of million British thermal units (MMBtu), the GHG emission factors for natural gas combustion, and the GWP values for the GHG emissions emitted.47 Mobile source GHG emissions are calculated based on an estimate of the Project’s annual VMT, which is derived using CalEEMod based on the trip generation provided in the Transportation Study prepared for the Project. The CalEEMod-derived VMT values account for the daily and seasonal variations in trip frequency and length associated with new employee and visitor trips to and from the Project Site and other activities that generate a vehicle trip. Stationary source GHG emissions are based on proposed stationary sources (i.e., emergency generators) that would be provided on the Project Site. GHG emissions associated with solid waste disposal are based on the size of the Project’s proposed land uses, the waste disposal rate for the land uses, the waste diversion rate, the GHG emission factors for solid waste decomposition, and the GWP values for the GHG emissions emitted. GHG emissions related to water usage and wastewater generation are based on the size of the land uses, the water demand factors, the electrical intensity factors for water supply, treatment, and distribution, electrical intensity factors for wastewater treatment, the GHG emission factors for the electricity utility provider, and the GWP values for the GHG emissions emitted. The analysis of Project GHG emissions at buildout uses assumptions in CARB’s EMFAC2021 model (1.0.1) and considers actions and mandates expected to be in force in 2024 (e.g., Pavley I Standards, full implementation of California’s 33 percent RPS by 2030 and 50 percent by 2050 and the California LCFS). In addition, because mobile source GHG emissions are directly dependent on the number of vehicle trips, a decrease in the number of project-generated trips because of project features (e.g., proximity to transit) would provide a proportional reduction in mobile source GHG emissions compared to a generic project without such locational benefits. Calculation of Project GHG emissions conservatively did not include actions and mandates that are not already in place but are expected to be enforced in 2024 (e.g., Pavley II, which could further reduce GHG emissions from use of light-duty vehicles by 2.5 percent). Similarly, emissions reductions regarding Cap-and-Trade were not included in this analysis as they applied to other future reductions in non-transportation sectors. As for the Cap-and-Trade program’s benefits for the transportation sector, the analysis utilizes CARB’s assumptions in EMFAC2021 for any short-term reductions in GHG emissions. By not speculating on potential regulatory conditions, the analysis takes a conservative approach that likely overestimates the Project’s GHG emissions at buildout, because the state is expected to implement several policies and programs aimed at reducing GHG emissions from the land use and transportation sectors to meet the state’s long-term climate goals. 47 Energy consumption estimates with CalEEMod 2022.1.1.29 are based on the California Energy Commission’s 2020 Residential Appliance Saturation Survey (residential uses) and 2021 Commercial Forecast database, both of which reflected the 2019 Title 24 energy efficiency standards. These energy consumption estimates were adjusted to reflect the 2022 Title 24 standards that cumulatively produce a 0.49 percent reduction in electricity use and 0.45 percent reduction in natural gas use when compared to the 2019 standards.

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Tentative Tract Map 34668 Project PAGE 30 City of Indio Greenhouse Gas Technical Report March 2025 There are no GHG emissions thresholds adopted by the SCAQMD that are applicable to the Project. In 2008, SCAQMD released draft guidance regarding interim CEQA GHG significance thresholds.48 Within its October 2008 document, the SCAQMD proposed the use of a percent emission reduction target to determine significance for commercial/residential projects that emit greater than 3,000 MTCO2e per year. Under this proposal, such commercial and residential projects would have been assumed to have a less than significant impact on climate change. However, this proposed screening threshold was not adopted by the SCAQMD. Consistency with Applicable Plans and Policies A consistency analysis has been provided that describes the Project’s compliance with or exceedance of performance-based standards, and consistency with applicable plans and policies adopted for the purpose of reducing GHG emissions, included in the applicable portions of the Climate Change Scoping Plan. As part of the Climate Change Scoping Plan, a statewide emissions inventory was developed as required by AB 32 which directs CARB to develop and track GHG emissions reductions to document progress towards the state GHG target. The emissions inventory also considers GHG emissions reduction measures developed by CARB to achieve state targets. Consistency with the Climate Change Scoping Plan is evaluated by comparing the Project’s GHG reduction measures to those contained in the Scoping Plan. As noted in CEQA Guidelines Section 15064.4(b)(3), consistency with such plans and policies “must reduce or mitigate the project’s incremental contribution of greenhouse gas emissions.” To demonstrate such incremental reductions, this chapter estimates reductions of project-related GHG emissions resulting from consistency with plans. Consistent with evolving scientific knowledge, approaches to GHG quantification may continue to evolve in the future. While there are many ways to quantify the efficiency of the GHG reduction measures provided for in the plans and policies, this analysis compares the Project’s GHG emissions to the emissions that would be generated by the Project in the absence of any GHG reduction measures (i.e., the Project Without Reduction Features scenario. This approach is consistent with the concepts used in CARB’s 2017 Climate Change Scoping Plan. This methodology is used to analyze consistency with applicable GHG reduction plans and policies and demonstrate the efficacy of the measures contained therein, but it is not a threshold of significance.

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Tentative Tract Map 34668 Project PAGE 31 City of Indio Greenhouse Gas Technical Report March 2025 The analysis in this section includes potential emissions under a Project Without Reduction Features scenarios and from the Project at build-out based on actions and mandates expected to be in force in 2024. Early-action measures identified in the Climate Change Scoping Plan that have not been approved were not credited in this analysis. By not speculating on potential regulatory conditions, the analysis takes a conservative approach that likely overestimates the Project’s GHG emissions at build-out. The Project Without Reduction Features scenario is used to establish a comparison with project-generated GHG emissions. The Project Without Reduction Features scenario does not consider site-specific conditions, project design features, or prescribed mitigation measures. As an example, a Project Without Reduction Features scenario would apply a base ITE trip-generation rate for the project and would not consider site-specific benefits resulting from the proximity to public transportation. Thresholds of Significance State CEQA Guidelines Appendix G In accordance with Appendix G of the State CEQA Guidelines (Appendix G), a project would have a significant impact related to GHG emissions if the project would do the following: a) Generate GHG emissions, either directly or indirectly, that may have a significant impact on the environment; b) Conflict with any applicable plan, policy or regulation of an agency adopted for the purpose of reducing the emissions of GHG emissions. The Project would comply with all applicable state and local regulatory requirements, including the provisions set forth in the City’s Green Building Ordinance. Also, a TDM Program would be developed and would include strategies to promote non-auto travel and reduce the use of single-occupant vehicle trips. Furthermore, the Project would also include sustainability features related to water conservation and waste reduction. Project Impacts Consistency with Applicable Plans and Policies The discussion below describes the extent the Project complies with or exceeds the performance-based standards included in the regulations outlined in the Climate Change Scoping Plan, which identifies GHG-reducing measures that directly and indirectly apply to the Proposed Project. Statewide: Climate Change Scoping Plan As discussed above, jurisdictions that want to take meaningful climate action (such as preparing a non-CEQA-qualified CAP or as individual measures) aligned with the State’s climate goals in the absence of a CEQA-qualified CAP should also look to the three priority areas (transportation electrification, VMT reduction, and building decarbonization). To assist local jurisdictions, the 2022 Scoping Plan Update presents a non-exhaustive list of impactful GHG reduction strategies that can be implemented by local

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Tentative Tract Map 34668 Project PAGE 32 City of Indio Greenhouse Gas Technical Report March 2025 governments within the three priority areas (Priority GHG Reduction Strategies for Local Government Climate Action Priority Areas).49 A detailed assessment of goals, plans, policies implemented by the City which would support the GHG reduction strategies in the three priority areas is provided below. In addition, further details are provided regarding the correlation between these reduction strategies and applicable actions included in Table 2-1 (page 72) of the Scoping Plan (Actions for the Scoping Plan Scenario). Transportation Electrification The priority GHG reduction strategies for local government climate action related to transportation electrification are discussed below and would support the Scoping Plan action to have 100 percent of all new passenger vehicles to be zero-emission by 2035 (see Table 2-1 of the Scoping Plan). ● Convert local government fleets to zero-emission vehicles (ZEV) CARB approved the Advanced Clean Cars II rule which codifies Executive Order N-79-20 and requires 100 percent of new cars and light trucks sold in California be zero-emission vehicles by 2035. The State has also adopted AB 2127, which requires the CEC to analyze and examine charging needs to support California’s EVs in 2030. This report would help decision-makers allocate resources to install new EV chargers where they are needed most. The Coachella Valley Association of Governments adopted its Coachella Valley Plug-In Electric Vehicle Readiness Plan that included guidelines for helping increase penetration of EVs and the charging infrastructure to support them. To that end, the City has purchased ChargePoint CT4000 Level II charging stations and has purchased Chevrolet Bolt and other electric vehicles, including a pick-up truck and one van from EcoCentre. The City also partnered with SunLine Transit Agency to install a Liquid Hydrogen pump that will allow fueling of electric fuel cell buses that use hydrogen for its fuel stock. The City is a partner in the implementation of the Coachella Valley Plug-In Electric Vehicle Readiness Plan that included guidelines for helping increase penetration of EVs and the charging infrastructure to support them. To that end, the City has purchased ChargePoint CT4000 Level II charging stations and has purchased Chevrolet Bolt and other electric vehicles. The City also partnered with SunLine Transit Agency to install a Liquid Hydrogen pump that will allow fueling of electric fuel cell buses that use hydrogen for its fuel stock. It also purchase the EV ARC system from Envision Solar that provides electric vehicle charging powered by solar sources. It also installed a parking structure at City Hall with 149 kW DC solar panels that convert 82 percent of electrical needs. The City’s goals of advancing municipals fleet to zero emissions and installation of EV chargers would be consistent with the Scoping Plan goals of transitioning to EVs. Although this measure mainly applies 49 Table 1 of Appendix D, 2022 Scoping Plan Update, November 2022.

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Tentative Tract Map 34668 Project PAGE 33 City of Indio Greenhouse Gas Technical Report March 2025 to City fleets, the Project would not conflict with these goals by installing EV charging stations and pre-wiring other spaces for future charging facilities. ● Create a jurisdiction-specific ZEV ecosystem to support deployment of ZEVs statewide (such as building standards that exceed state building codes, permit streamlining, infrastructure siting, consumer education, preferential parking policies, and ZEV readiness plans) The State has adopted AB 1236 and AB 970, which require cities to adopt streamline permitting procedures for EV charging stations. This includes approving an ordinance in 2015 to expedite the review and permitting process for solar projects. The City’s goals of installing EV chargers throughout the City would be consistent with the Scoping Plan goals of transitioning to EVs. The Project would contribute to this by installing EV charging stations and pre-wiring other spaces for future charging facilities. VMT Reduction The priority GHG reduction strategies for local government climate action related to VMT reduction are discussed below and would support the Scoping Plan action to reduce VMT per capita 25 percent below 2019 levels by 2030 and 30 percent below 2019 levels by 2045. ● Reduce or eliminate minimum parking standards in new developments ● Implement parking pricing or transportation demand management pricing strategies ● Implement Complete Streets policies and investments, consistent with general plan circulation element requirements The City of Indio adopted its Complete Streets & Drainage Master Plan in February 2020 that sets the policy foundation for further investments in alternative transportation modes. This strategy mainly applies to City traffic circulation. Nevertheless, the Project would include pedestrian network improvements and would help close a gap in the paved street network in the area to encourage active transportation. As such, the Project would not conflict with implementation of Complete Streets policies. California continues to experience a severe housing shortage. The State must plan for more than 2.5 million residential units over the next eight years, and no less than one million of those residential units must be affordable to lower-income households.50 This represents more than double the housing planned for during the last eight years.51 The housing crisis and the climate crisis must be confronted simultaneously, and it is possible to address the housing crisis in a manner that supports the State’s 50 California Department of Housing and Community Development. 2022. Statewide Housing Plan. Available at www.hcd.ca.gov/docs/statewide-housing-plan.pdf. 51 Ibid.

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Tentative Tract Map 34668 Project PAGE 34 City of Indio Greenhouse Gas Technical Report March 2025 climate and regional air quality goals.52 CAPCOA’s Handbook for Analyzing Greenhouse Gas Emission Reductions, Assessing Climate Vulnerabilities, and Advancing Health and Equity (CAPCOA’s Handbook) provides a VMT reduction measurement for incorporation of low-income housing. Measure T-4 (Integrate Affordable and Below Market Rate Housing) shows a 28.6 percent reduction in VMT for low-income units in comparison to market rate units. As discussed above, the City’s Housing Element of the General Plan provides planning guidance in meeting housing needs identified in the SCAG Regional Housing Needs Assessment (RHNA). The current RHNA goal for affordable housing within the City is approximately forty percent of new construction. However, the City’s projections show affordable housing comprising twenty percent of new construction, which falls short of the forty percent RHNA goal. In order to address this shortfall, the Housing Element identifies measures to encourage development of affordable housing such as revising density bonuses for affordable housing; identify locations which are ideal for funding programs to meet low-income housing goals; and rezone areas to encourage low-income housing. The Housing Element estimates that implementation of these measures would increase housing production at all income ranges compared to previous cycles. The City’s goal of low-income housing for new construction is applicable on a citywide basis and not applicable to an individual project. The Project would expand the supply of housing in the City of Indio. Further, the Project’s infill location in an urbanized area with access to transportation alternatives would help support reduced car ownership that can help reduce living costs and further the City’s goals for promoting housing. Based on the analysis in Table 6, the Project would be consistent with the State’s 2022 Climate Change Scoping Plan and, thus, impacts related to consistency with the Scoping Plan would be less than significant impact. 52 Elkind, E. N., Galante, C., Decker, N., Chapple, K., Martin, A., & Hanson, M. 2017. Right Type, Right Place: Assessing the Environmental and Economic Impacts of Infill Residential Development through 2030. Available at https://ternercenter.berkeley.edu/research-and-policy/right-type-right-place/.

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Tentative Tract Map 34668 Project PAGE 35 City of Indio Greenhouse Gas Technical Report March 2025 Table 6 Consistency Analysis—2022 Scoping Plan Update Sector Actions and Strategies Statutes, Executive Orders, Other Direction Project Consistency Analysis Smart Growth / Vehicle Miles Traveled (VMT) VMT per capita reduced 25% below 2019 levels by 2030, and 30% below 2019 levels by 2045 SB 375: Reduce demand for fossil transportation fuels and GHG No Conflict. The Project represents an infill development within an urbanized area that would concentrate new residences and reduce per capita VMT and GHG emissions. The Project would be consistent with SB 375 and its VMT reduction goals.

Light-duty Vehicle (LDV) Zero Emission Vehicles (ZEVs) 100% of Light Duty Vehicle sales are ZEV by 2035 EO N-79-20: Reduce demand for fossil transportation fuels and GHGs, and improve air quality. In November 2022, the Advanced Clean Cars II regulations took effect, setting ZEV and plug-in hybrid vehicle sales requirements for model years 2026 to 2035 (ZEV program) and increasingly stringent emission standards (LEV program) to ensure automakers phase out sales of internal combustion engine vehicles.

No Conflict. Emissions from vehicle engines from the Project would be regulated by State regulations governing technology and cleaner emissions.

Truck ZEVs
100% of medium-duty (MDV)/HDV sales are ZEV by 2040 (AB 74 University of California Institute of Transportation Studies [ITS] report) EO N-79-20: Reduce demand for fossil transportation fuels and GHGs, and improve air quality. CARB’s Advanced Clean Truck Regulation accelerates the transition of zero-emission medium- and heavy-duty vehicles from 2024 to 2035. CARB also adopted the Innovative Clean Transit measure in 2018 that requires all public transit agencies to transition to zero emission fleets.

No Conflict. While the Project would not generate substantial medium- and heavy-duty truck traffic, it would not impede the advancement of cleaner trucks over time.

Aviation 20% of aviation fuel demand is met by electricity (batteries) or hydrogen (fuel cells) in 2045. Sustainable aviation fuel meets CARB focuses on reducing emissions from ground support equipment and airport transit vehicles. It is also working with national and No Conflict. While the Project would not directly impact aviation industry, it would not impede the advancement of a cleaner aviation industry over time.

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Tentative Tract Map 34668 Project PAGE 36 City of Indio Greenhouse Gas Technical Report March 2025 Table 6 Consistency Analysis—2022 Scoping Plan Update Sector Actions and Strategies Statutes, Executive Orders, Other Direction Project Consistency Analysis most or the rest of the aviation fuel demand that has not already transitioned to hydrogen or batteries. international entities to tighten aircraft emission standards. AB 197: direct emissions reductions for sources covered by the AB 32 Inventory Ocean-going Vessels (OGVs)
2020 OGV At-Berth regulation fully implemented, with most OGVs utilizing shore power by 2027. 25% of OGVs utilize hydrogen fuel cell electric technology by 2045.

AB 197: direct emissions reductions for sources covered by the AB 32 Inventory In 2015, Executive Order B-32-15 called. For a less polluting freight transport system that addressed OGVs, transport refrigeration units, and clean trucks.

No Conflict. While the Project would not directly impact trade or OGVs, it would not impede the advancement of a cleaner on- or off-shore sources over time.

Port Operations 100% of cargo handling equipment is zero-emission by 2037. 100% of drayage trucks are zero emission by 2035.

Executive Order N-79-20: Reduce demand for petroleum fuels and GHGs, and improve air quality. AB 197: direct emissions reductions for sources covered by the AB 32 Inventory. In 2015, Executive Order B-32-15 called. For a less polluting freight transport system that addressed OGVs, transport refrigeration units, and clean trucks.

No Conflict. While the Project would not directly impact trade or port operations, it would not impede the advancement of a cleaner on-shore sources over time.

Freight and Passenger rail
100% of passenger and other locomotive sales are ZEV by 2030. 100% of line haul locomotive sales are ZEV by 2035. Line haul and passenger rail rely primarily on hydrogen fuel cell technology, and others primarily utilize electricity.

No Conflict. While the Project would not directly impact freight or passenger rail, it would not impede the advancement of a cleaner locomotives over time. The Project’s land uses would not include freight transportation or warehousing that would be subject to the California Sustainable Freight Action Plan. Therefore, the Project would not interfere or impede the implementation of the Sustainable Freight Action Plan.

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Tentative Tract Map 34668 Project PAGE 37 City of Indio Greenhouse Gas Technical Report March 2025 Table 6 Consistency Analysis—2022 Scoping Plan Update Sector Actions and Strategies Statutes, Executive Orders, Other Direction Project Consistency Analysis Oil and Gas Extraction Reduce oil and gas extraction operations in line with petroleum demand by 2045. AB 197: direct emissions reductions for sources covered by the AB 32 Inventory No Conflict. While the Project would not directly impact oil extraction, it would help reduce demand for petroleum products from energy, area, and mobile sources.

Petroleum Refining CCS on majority of operations by 2030, beginning in 2028 Production reduced in line with petroleum demand. AB 197: direct emissions reductions for sources covered by the AB 32 Inventory No Conflict. While the Project would not directly impact oil extraction, it would help reduce demand for petroleum products that require refining.

Electricity Generation
Sector GHG target of 38 MMTCO2e in 2030 and 30 MMTCO2e in 2035. Retail sales load coverage 20 gigawatts (GW) of offshore wind by 2045. Meet increased demand for electrification without new fossil gas-fired resources.

SB 350 and SB 100: Reduce GHGs and improve air quality. AB 197: direct emissions reductions for sources covered by the AB 32 Inventory No Conflict. The Project would not directly impact the sources of electricity generation.

New Residential and Commercial Buildings
All electric appliances beginning 2026 (residential) and 2029 (commercial), contributing to 6 million heat pumps installed statewide by 2030.

AB 197: direct emissions reductions for sources covered by the AB 32 Inventory No Conflict. The Project would incorporate appliances that are consistent with Title 24 and Green Building requirements and consistent with the reduction of residential energy use.

Existing Residential Buildings
80% of appliance sales are electric by 2030 and 100% of appliance sales are electric by 2035. Appliances are replaced at end of life such that by 2030 there are 3 million all-electric and electric-ready homes—and by 2035, 7 million homes—as well as contributing to 6 million heat AB 197: direct emissions reductions for sources covered by the AB 32 Inventory No Conflict. The Project would comply with Title 24 and Green Building requirements during construction and any future retrofit or appliance replacement requirements.

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Tentative Tract Map 34668 Project PAGE 38 City of Indio Greenhouse Gas Technical Report March 2025 Table 6 Consistency Analysis—2022 Scoping Plan Update Sector Actions and Strategies Statutes, Executive Orders, Other Direction Project Consistency Analysis pumps installed statewide by 2030.

Existing Commercial Buildings
80% of appliance sales are electric by 2030, and 100% of appliance sales are electric by 2045. Appliances are replaced at end of life, contributing to 6 million heat pumps installed statewide by 2030.

AB 197: direct emissions reductions for sources covered by the AB 32 Inventory No Conflict. While the Project is not a commercial development, it would not interfere with any future requirements to retrofit commercial appliances.

Food Products 7.5% of energy demand electrified directly and/or indirectly by 2030; 75% by 2045 AB 197: direct emissions reductions for sources covered by the AB 32 Inventory No Conflict. The Project would not directly impact the sources of energy for food production. Construction Equipment 25% of energy demand electrified by 2030 and 75% electrified by 2045 AB 197: direct emissions reductions for sources covered by the AB 32 Inventory No Conflict. The Project would not directly impact the sources of energy for construction equipment.

Chemicals and Allied Products; Pulp and Paper
Electrify 0% of boilers by 2030 and 100% of boilers by 2045. Hydrogen for 25% of process heat by 2035 and 100% by 2045 Electrify 100% of other energy demand by 2045.

AB 197: direct emissions reductions for sources covered by the AB 32 Inventory No Conflict. The Project would not directly impact the sources of energy for boilers.

Stone, Clay, Glass, and Cement
CCS on 40% of operations by 2035 and on all facilities by 2045 Process emissions reduced through alternative materials and CCS SB 596: Reduce demand for fossil energy, process emissions, and GHGs, and improve air quality. AB 197: direct emissions reductions for sources covered by the AB 32 Inventory No Conflict. The Project would not directly impact the sources of energy for stone, clay, glass, and cement facilities.

Other Industrial Manufacturing 0% energy demand electrified by 2030 and 50% by 2045 AB 197: direct emissions reductions for sources covered by the AB 32 Inventory No Conflict. The Project would not directly impact the sources of energy for industrial facilities. Combined Heat and Power Facilities retire by 2040. AB 197: direct emissions reductions for sources covered by the AB 32 Inventory No Conflict. The Project would not affect facilities that produced heat and power.

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Tentative Tract Map 34668 Project PAGE 39 City of Indio Greenhouse Gas Technical Report March 2025 Table 6 Consistency Analysis—2022 Scoping Plan Update Sector Actions and Strategies Statutes, Executive Orders, Other Direction Project Consistency Analysis Agriculture Energy Use 25% energy demand electrified by 2030 and 75% by 2045 AB 197: direct emissions reductions for sources covered by the AB 32 Inventory No Conflict. The Project would not affect directly agricultural sources of energy.

Low Carbon Fuels for Transportation Biomass supply is used to produce conventional and advanced biofuels, as well as hydrogen.

AB 197: direct emissions reductions for sources covered by the AB 32 Inventory In November 2022, the Advanced Clean Cars II regulations took effect, setting low emission standards for transportation.

No Conflict. This regulatory program applies to fuel suppliers, not directly to land use development. GHG emissions related to vehicular travel associated with the Project would benefit from this regulation because fuel used by Project-related vehicles would be required to comply with the LCFS. Mobile source GHG emissions estimates were calculated using CalEEMod that includes implementation of the LCFS into mobile source emission factors. The current LCFS targets a 20% reduction in CI from a 2010 baseline by 2030. GHG emissions generated by Project-related vehicular travel would benefit from the Advanced Clean Cars Program.

Low Carbon Fuels for Buildings and Industry
In 2030s biomethane blended in pipeline Renewable hydrogen blended in fossil gas pipeline at 7% energy (~20% by volume), ramping up between 2030 and 2040 In 2030s, dedicated hydrogen pipelines constructed to serve certain industrial clusters SB 350: The Clean Energy and Pollution Reduction Act of 2015 increases the standards of the California RPS program by requiring that the amount of electricity generated and sold to retail customers per year from eligible renewable energy resources be increased to 50 percent by 2030. Required measures include increasing RPS to 50 percent of retail sales by 2030, establishing annual targets for statewide energy efficiency that achieve a cumulative doubling of statewide energy No Conflict. The Project would comply with this this action/strategy being located within the Southern California Gas service area and would comply with CalGreen and Title 24 energy efficiency standards. As required under SB 350, doubling of the energy efficiency savings from retail customers by 2030 would primarily rely on the existing suite of building energy efficiency standards under

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Tentative Tract Map 34668 Project PAGE 40 City of Indio Greenhouse Gas Technical Report March 2025 Table 6 Consistency Analysis—2022 Scoping Plan Update Sector Actions and Strategies Statutes, Executive Orders, Other Direction Project Consistency Analysis efficiency savings in electricity and natural gas end uses by 2030. SB 100: The California Renewables Portfolio Standard Program (2018) requires retail sellers to procure renewable energy that is at least 50 percent by December 31, 2026 and 60 percent by December 31, 2030. It requires local publicly owned electric utilities to procure a minimum quantity of electricity from renewable energy resources of 44 percent of retail sales by December 31, 2024 and 60 percent by December 31, 2030.

CCR Title 24, Part 6 (consistency with this regulation is discussed below) and utility-sponsored programs such as rebates for high-efficiency appliances, HVAC systems, and insulation.

Non-combustion Methane Emissions
Increase landfill and dairy digester methane capture. Some alternative manure management deployed for smaller dairies Moderate adoption of enteric strategies by 2030 Divert 75% of organic waste from landfills by 2025. Oil and gas fugitive methane emissions reduced 50% by 2030 and further reductions as infrastructure components retire in line with reduced fossil gas demand SB 1383 (2016) requires CARB to set 2030 emission reduction targets of 40 percent for methane and hydrofluorocarbons and 50 percent black carbon emissions below 2013 levels. The Project would comply with the CARB SLCP Reduction Strategy by using HVAC equipment with lower GWP refrigerants.

No Conflict. This program applies to State regulators looking to reduce methane emissions from landfill and dairy facilities and is not directly related to development of the Project. However, the Project would not interfere or impede efforts to reduce such pollutants.

High GWP Potential Emissions Low GWP refrigerants introduced as building electrification increases, mitigating HFC emissions SB 605 (2014) directed CARB to develop a comprehensive Short-Lived Climate Pollutant (SLCP) strategy. No Conflict. This program applies to State regulators looking to reduce high GWP refrigerants and is not directly related to development of the Project. However, the Project would not interfere or impede efforts to reduce such pollutants. Natural and Working Lands Conserve 30% of the state’s NWL and coastal waters by EO N-82-20 and SB 27: CARB to include an NWL target in the Scoping Plan. AB 1757: Establish No Conflict. This program applies to State regulators governing Natural and

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Tentative Tract Map 34668 Project PAGE 41 City of Indio Greenhouse Gas Technical Report March 2025 Table 6 Consistency Analysis—2022 Scoping Plan Update Sector Actions and Strategies Statutes, Executive Orders, Other Direction Project Consistency Analysis 2030. Implement near- and long-term actions to accelerate natural removal of carbon and build climate resilience in our forests, wetlands, urban greenspaces, agricultural soils, and land conservation activities in ways that serve all communities—and in particular low-income, disadvantaged, and vulnerable communities. targets for carbon sequestration and nature-based climate solutions. SB 1386: NWL are an important strategy in meeting GHG reduction goals.

Working Lands and is not directly related to development of the Project. However, the Project would not interfere or impede implementation of the Integrated Natural and Working Lands Implementation Plan, EO N-82-20, SB 27, or SB 1386.

Forests and Shrublands
At least 2.3 million acres treated statewide annually in forests, shrublands/chaparral, and grasslands, comprised of regionally specific management strategies that include prescribed fire, thinning, harvesting, and other management actions. No land conversion of forests, shrublands/chaparral, or grasslands.

Restore health and resilience to overstocked forests and prevent carbon losses from severe wildfire, disease, and pests. Improve air quality and reduce health costs related to wildfire emissions. Improve water quantity and quality and improve rural economies. Provide forest biomass for resource utilization. EO B-52-18: CARB to increase the opportunity for using prescribed fire. AB 1504 (Skinner, Chapter 534, Statutes of 2010): CARB to recognize the role forests play in carbon sequestration and climate mitigation.

No Conflict. This program applies to State regulators governing forest and shrubland management and is not directly related to development of the Project. However, the Project would not interfere or impede implementation of EO B-52-18, AB 1504, or the Forest Carbon Plan.

Grasslands
At least 2.3 million acres treated includes increased management of grasslands interspersed in forests to reduce fuels surrounding communities using management strategies appropriate for grasslands. No land conversion of forests, shrublands/chaparral, or grasslands.

No Conflict. This program applies to State regulators of grasslands and is not directly related to development of the Project. However, the Project would not interfere or impede efforts to reduce fuels in grasslands surrounding communities.

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Tentative Tract Map 34668 Project PAGE 42 City of Indio Greenhouse Gas Technical Report March 2025 Table 6 Consistency Analysis—2022 Scoping Plan Update Sector Actions and Strategies Statutes, Executive Orders, Other Direction Project Consistency Analysis Croplands
Implement climate smart practices for annual and perennial crops on ~80,000 acres annually. Land easements/ conservation on annual crops at ~5,500 acres annually. Increase organic agriculture to 20% of all cultivated acres by 2045 (~65,000 acres annually).

SB 859: Recognizes the ability of healthy soils practices to reduce GHG emissions from agricultural lands.

No Conflict. This program applies to State regulators overseeing croplands and is not directly related to development of the Project. However, the Project would not interfere or impede SB 859 and efforts to increase organic agriculture and conserve croplands.

Developed Lands
Increase urban forestry investment by 200% above current levels and utilize tree watering that is 30% less sensitive to drought. Establish defensible space that accounts for property boundaries.

AB 2251 (Calderon, Chapter 186, Statutes of 2022): Increase urban tree canopy 10% by 2035.

No Conflict. This program applies to State regulators addressing urban forestry and is not directly related to development of the Project. However, the Project would not interfere or impede implementation of AB 2251 and efforts to increase the urban canopy.

Wetlands Restore 60,000 acres of Delta wetlands
No Conflict. This program applies to State regulators restoring Delta wetlands and is not directly related to development of the Project. However, the Project would not interfere or impede efforts to restore wetland ecologies.

Sparsely Vegetated Lands Land conversion at 50% of the Reference Scenario land conversion rate.

No Conflict. This program applies to State regulators slowing the conversion of sparsely vegetated lanes and is not directly related to development of the Project. However, the Project would not interfere or impede efforts to slow urban conversion of such lands.

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Tentative Tract Map 34668 Project PAGE 43 City of Indio Greenhouse Gas Technical Report March 2025 Table 6 Consistency Analysis—2022 Scoping Plan Update Sector Actions and Strategies Statutes, Executive Orders, Other Direction Project Consistency Analysis Cap-and-Trade Program Implement the post-2020 Cap-and-Trade Program with declining annual caps.

AB 398 was enacted in 2017 to extend and clarify the role of the state’s Cap-and-Trade Program from January 1, 2021, through December 31, 2030. As part of AB 398, refinements were made to the Cap-and-Trade program to establish updated protocols and allocation of proceeds to reduce GHG emissions.

Not Applicable. This applies to the market-based program to reduce GHG emissions over time and is not applicable to a development project.

Source: DKA Planning, 2025 based on California Air Resources Board, 2022 Scoping Plan for Achieving Carbon Neutrality, Scoping Plan Scenario.

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Resolution No. 10520, City Council consideration of Planning Commission ...Page 287 of 337 20401 Ventura Boulevard Project PAGE 44 City of Indio Greenhouse Gas Technical Report June 2022 Based on the consistency discussion in Table 6, the Project would be consistent with the State’s Climate Change Scoping Plan and thus, Project impacts related to consistency with the Scoping Plan would be less than significant impact. The Project would also benefit from statewide and utility-provider efforts towards increasing the portion of electricity provided from renewable resources. Southern California Edison (SCE) has committed to increasing renewable sources that exceed the Renewables Portfolio Standard requirements. The Project would include energy efficient mechanical systems, energy efficient glazing and window frames, Energy-Star appliances to be installed on-site, and the use of high-efficiency lighting. The Project would also benefit from statewide efforts to improve fuel economy of vehicles. The Project would also help reduce VMT growth given its location at an infill site. Conclusion In summary, the plan consistency analysis provided above demonstrates that the Project complies with the applicable plans, policies, regulations and GHG emissions reduction actions/strategies outlined in the Climate Change Scoping Plan and Update. Consistency with the above plans, policies, regulations, and GHG emissions reduction actions/strategies would reduce the Project’s incremental contribution of GHG emissions. Thus, the Project would not conflict with any applicable plan, policy, or regulation of an agency adopted for the purpose of reducing emissions of GHG emissions. Furthermore, because the Project is consistent and does not conflict with these plans, policies, and regulations, the Project’s incremental increase in GHG emissions as described above would not result in a significant impact on the environment. Therefore, Project-specific impacts regarding climate change would be less than significant. Project Emissions In support of the consistency analysis above that describes the Project’s compliance with, or exceedance of performance-based standards included in the regulations and policies outlined in the applicable portions of the Climate Change Scoping Plan, quantitative calculations are provided below. The Project would generate direct and indirect GHG emissions because of different types of emissions sources, including the following: • Construction: emissions associated with demolition of the existing motel uses and parking areas, shoring, excavation, grading, and construction-related equipment and vehicular activity; • Area source: emissions associated with landscape equipment; • Energy source (building operations): emissions associated with electricity and natural gas use for space heating and cooling, water heating, energy consumption, and lighting;

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Tentative Tract Map 34668 Project PAGE 45 City of Indio Greenhouse Gas Technical Report March 2025 • Stationary source: emissions associated with stationary equipment (e.g., emergency generators); • Mobile source: emissions associated with vehicles accessing the Project Site; • Solid Waste: emissions associated with the decomposition of the waste, which generates methane based on the total amount of degradable organic carbon; and • Water/Wastewater: emissions associated with energy used to pump, convey, deliver, and treat water. • Refrigerants: These are substances used in equipment for air conditioning and refrigeration. Most refrigerants are HFCs or blends of them, which can have high GWP values. The Project would generate an incremental contribution to and a cumulative increase in GHG emissions. A specific discussion regarding potential GHG emissions associated with the construction and operational phases of the Project is provided below. Construction Project construction is anticipated to be completed in 2026 with occupancy in 2027. A summary of construction details (e.g., schedule, equipment mix, and vehicular trips) and CalEEMod modeling output files are provided in the Technical Appendix. The GHG emissions associated with construction of the Project were calculated for each year of construction activity. Construction of the Project is estimated to generate a total of 371 MTCO2e (Table 7). As recommended by the SCAQMD, the total GHG construction emissions were amortized over the 30-year lifetime of the Project (i.e., total construction GHG emissions were divided by 30 to determine an annual construction emissions estimate that can be added to the Project’s operational emissions) to determine the Project’s annual GHG emissions inventory.53 This results in annual Project construction emissions of 12 MTCO2e. A complete listing of the construction equipment by on-site and off-site activities, duration, and emissions estimation model input assumptions used in this analysis is included within the emissions calculation worksheets that are provided in the Technical Appendix. Table 7 Combined Construction-Related Emissions (MTCO2e) Year MTCO2ea 2025 124 2026 247 Total 371 Amortized Over 30 Years 12 53 SCAQMD Governing Board Agenda Item 31, December 5, 2008.

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Tentative Tract Map 34668 Project PAGE 46 City of Indio Greenhouse Gas Technical Report March 2025 a CO2e was calculated using CalEEMod version 2022.1.1.29. Detailed results are provided in the Technical Appendix. Source: DKA Planning, 2025. Operation Area Source Emissions Area source emissions were calculated using the CalEEMod emissions inventory model, which includes landscape maintenance equipment, use of consumer products, and other everyday sources. While CARB’s 2022 regulations governing small-engine equipment require that model year 2024 and after landscaping equipment be zero-emission, the current version of CalEEMod has not factored in this development; as such, landscaping emissions are overstated. As shown in Table 10, the Project would result in one MTCO2e per year from area sources. Table 8 Annual GHG Emissions Summary (Buildout)a (metric tons of carbon dioxide equivalent [MTCO2e]) Year MTCO2a Areab 1 Energyc (electricity and natural gas) 121 Mobile 262 Solid Wasted 3 Water/Wastewatere 121 Refrigerants <1 Construction 12 Total Emissions 520 a CO2e was calculated using CalEEMod and the results are provided in the Technical Appendix. b Area source emissions are from landscape equipment and other operational equipment only; hearths omitted. c Energy source emissions are based on CalEEMod default electricity and natural gas usage rates. d Solid waste emissions are calculated based on CalEEMod default solid waste generation rates. e Water/Wastewater emissions are calculated based on CalEEMod default water consumption rates. Source: DKA Planning, 2025. Electricity and Natural Gas Generation Emissions GHG emissions are emitted because of activities in buildings when electricity and natural gas are used as energy sources. Combustion of any type of fuel emits CO2 and other GHG emissions directly into the atmosphere. When electricity is used in a building, the electricity generation typically takes place off-site at the power plant; electricity use in a building generally causes emissions in an indirect manner.

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Tentative Tract Map 34668 Project PAGE 47 City of Indio Greenhouse Gas Technical Report March 2025 Electricity and natural gas emissions were calculated for the Project using the CalEEMod emissions inventory model, which multiplies an estimate of the energy usage by applicable emissions factors chosen by the utility company. GHG emissions from electricity use are directly dependent on the electricity utility provider. In this case, GHG emissions intensity factors for SCE were selected in CalEEMod. The carbon intensity (pounds per megawatt an hour (lbs/MWh)) for electricity generation was calculated for the Project buildout year based on SCE projections. A straight-line interpolation was performed to estimate the SCE carbon intensity factor for the Project buildout year. This approach is conservative, given the 2018 chaptering of SB 100 (De Leon), which requires electricity providers to provide renewable energy for at least 60 percent of their delivered power by 2030 and 100 percent use of renewable energy and zero-carbon resources by 2045. SB 100 also increases existing renewable energy targets, called Renewables Portfolio Standard (RPS), to 44 percent by 2024 and 52 percent by 2027. The 2022 Title 24 standards contain more substantial energy efficiency requirements for new construction, emphasizing the importance of building design and construction flexibility to establish performance standards that substantially reduce energy consumption for water hating, lighting, and insulation for attics and walls. Energy use in buildings is divided into energy consumed by the built environment and energy consumed by uses that are independent of the construction of the building, such as in plug-in appliances. CalEEMod calculates energy use from systems covered by Title 24 (e.g., HVAC system, water heating system, and lighting system); energy use from lighting; and energy use from office equipment, appliances, plug-ins, and other sources not covered by Title 24 or lighting. CalEEMod electricity and natural gas usage rates are based on the CEC-sponsored California Commercial End-Use Survey (CEUS) and the California Residential Appliance Saturation Survey (RASS) studies.54 The data are specific for climate zones; therefore, Zone 11 was selected for the Project Site based on the zip code tool. As shown in Table 8, Project GHG emissions from electricity and natural gas usage would result in a total of 121 MTCO2e per year. Mobile Source Emissions Mobile-source emissions were calculated using the SCAQMD-recommended CalEEMod emissions inventory model. CalEEMod calculates the emissions associated with on-road mobile sources associated with residents, employees, visitors, and delivery vehicles visiting the Project Site based on the number of daily trips generated and VMT. 54 California Energy Commission, Commercial End-Use Survey, March 2006, and California Residential Appliance Saturation Survey, October 2010.

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Tentative Tract Map 34668 Project PAGE 48 City of Indio Greenhouse Gas Technical Report March 2025 Mobile source operational GHG emissions were calculated using CalEEMod and are based on the Project trip-generation estimates. To calculate daily trips, the number of hotel rooms and amount of building area for the restaurant uses were multiplied by the applicable trip-generation rates based on the ITE’s Trip Generation, 11th Edition. The Project represents an infill development within an urbanized area that would concentrate self-storage uses within an HQTA.55 The Project Site is in an infill portion of Downtown Indio. The Project would also incorporate characteristics that would reduce trips and VMT as compared to standard ITE trip generation rates. The Project characteristics listed below are consistent with the CAPCOA guidance document, Quantifying Greenhouse Gas Mitigation Measures, which provides emission reduction values for transportation related design techniques.56 These techniques would reduce vehicle trips and VMT associated with the Project relative to the standard ITE trip generation rates, which would result in a comparable reduction in VMT and associated GHG emissions. Techniques applicable to the Project include the following (a brief description of the Project’s relevance to the measure is also provided): • CAPCOA Measure LUT-1 – Increase Density: Increased density, measured in terms of persons, jobs, or dwelling units per unit area, reduces emissions associated with transportation as it reduces the distance people travel for work or services and provides a foundation for the implementation of other strategies, such as enhanced transit services. • CAPCOA Measure LUT-3 – Increase Diversity of Urban and Suburban Developments (Mixed-Use): The Project would introduce new uses on the Project Site, including new residences. The increases in land use diversity on the Project Site would reduce vehicle trips and VMT by encouraging visitors to use non-automotive forms of transportation (i.e., public transit, biking), which would reduce transportation-related emissions. • CAPCOA Measure LUT-9 – Improve Design of Development: The Project would enhance the pedestrian and bicycle environment by developing in open unpaved lot into a subdivision with sidewalks, curb and gutter, and paved roads that would enhance walkability in the Project vicinity. The Project would also locate a development with a high level of street access, which improves street accessibility and connectivity. • CAPCOA Measure SDT-2 – Traffic Calming Measures: Providing traffic calming measures encourages people to walk or bike instead of using a vehicle. This mode shift 55 The Project Site is also located in Transit Priority Area as defined by Public Resources Code Section 20199. Public Resources Code Section 21099 defines a “transit priority area” as an area within 0.5 miles of a major transit stop that is “existing or planned, if the planned stop is scheduled to be completed within the planning horizon included in a Transportation Improvement Program adopted pursuant to Section 450.216 or 450.322 of Title 23 of the Code of Federal Regulations.” Public Resources Code Section 21064.3 defines “major transit stop” as “a site containing an existing rail transit station, a ferry terminal served by either a bus or rail transit service, or the intersection of two or more major bus routes with a frequency of service interval of 15 minutes or less during the morning and afternoon peak commute periods.” Also refer to the City’s ZIMAS System regarding the location of the Project Site within a Transit Priority Area. 56 CAPCOA, Quantifying Greenhouse Gas Mitigation Measures, 2010.

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Tentative Tract Map 34668 Project PAGE 49 City of Indio Greenhouse Gas Technical Report March 2025 results in a decrease in VMT. Streets within a half mile of the Project Site are equipped with sidewalks, and several of the intersections include marked crosswalks and/or count-down signal timers that calm traffic. CalEEMod calculates VMT based on the type of land use, trip purpose, and trip type percentages for each land use subtype in the project (primary, diverted, pass-by). As shown in Table 8, the Project GHG emissions from mobile sources would result in a total of 262 MTCO2e per year. This estimate reflects reductions attributable to the Project’s characteristics. Solid Waste Generation Emissions Emissions related to solid waste were calculated using the CalEEMod emissions inventory model, which multiplies an estimate of the waste generated by applicable emissions factors provided in Section 2.4 of the USEPA’s AP-42, Compilation of Air Pollutant Emission Factors. CalEEMod solid waste generation rates for each applicable land use were selected for this analysis. As shown in Table 8, the Project scenario is expected to result in a total of three MTCO2e per year from solid waste that accounts for a 50-percent recycling/diversion rate.57 Water Usage and Wastewater Generation Emissions GHG emissions are related to the energy used to convey, treat, and distribute water, and treat wastewater. Thus, these emissions are generally indirect emissions from the production of electricity to power these systems. Three processes are necessary to supply potable water; these include (1) supply and conveyance of the water from the source; (2) treatment of the water to potable standards; and (3) distribution of the water to individual users. After use, energy is used as the wastewater is treated and reused as reclaimed water. Emissions related to water usage and wastewater generation were calculated for the Project using the CalEEMod emissions inventory model, which multiplies an estimate of the water usage by the applicable energy intensity factor to determine the embodied energy necessary to supply potable water.58 GHG emissions are then calculated based on the amount of electricity consumed multiplied by the GHG emissions intensity factors for the utility provider. In this case, embodied energy for Southern California supplied water and GHG emissions intensity factors for SCE were selected in CalEEMod. Water usage rates were calculated consistent with the requirements under City Ordinance No. 184,248, 2022 California Plumbing Code (which is based on the 2021 Uniform Plumbing Code), 2022 CALGreen, Indio Plumbing Code, and Indio Green Building Code, and reflect an approximately 20-percent reduction as compared to the base demand. 57 AB 341 (2012) increased the Statewide waste diversion goal from 50 to 75 percent from baseline rates established by CalRecycle by 2020 and beyond. Further, SB 1383 (2016) requires jurisdictions to reduce 75 percent of organic waste disposal in landfills by 2030. 58 The intensity factor reflects the average pounds of CO2e per megawatt generated by a utility company.

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Tentative Tract Map 34668 Project PAGE 50 City of Indio Greenhouse Gas Technical Report March 2025 SCE’s programs includes programs designed to reduce indoor water consumption and wastewater generation by 20 percent. These include the 2022 requirements for installation of the latest ultra-high efficiency plumbing fixtures, the standards that promote increasing water-resistant turf and incorporating rainfall capture techniques in project designs, aggressive outdoor water consumption programs through its Landscape ordinance, and water recycling programs designed to increase recycled water to 59,000 acre-feet by 2035. As shown in Table 8, Project GHG emissions from water/wastewater usage would result in a total of 121 MTCO2e per year, which reflects a 20-percent reduction in water/wastewater emissions consistent with building code requirements as compared to the Project without sustainability features related to water conservation. Refrigerants Emissions related to cooling structures and refrigeration needs were calculated using the CalEEMod emissions inventory model. As shown in Table 8, the Project scenario is expected to result in a total of less than one MTCO2e per year from use of refrigerants that used HFCs and have high GWP values. Combined Construction and Operational Emissions As shown in Table 8, when taking into consideration implementation of project design features, including the requirements set forth in the City’s Green Building Code and the full implementation of current state mandates, the GHG emissions for the Project would equal 520 MTCO2e annually (as amortized over 30 years). Estimated Reduction of Project Related GHG Emissions Resulting from Consistency with Plans As noted earlier, one approach to demonstrating a project’s consistency with GHG plans is to show how a project will reduce its incremental contribution through a Project Without Reduction Features comparison. The analysis in this section includes potential emissions under a Project Without Reduction Features scenario and from the Project at build-out based on actions and mandates in force in 2027. As shown in Table 9, the emissions for the Project and its associated CARB 2027 Project Without Reduction Features scenario are estimated to be 520 and 719 MTCO2e per year, respectively, which shows the Project would reduce emissions by 27.6 percent from CARB’s 2027 Project Without Reduction Features scenario. Table 9 Estimated Reduction of Project-Related GHG Emissions Resulting from Consistency with Plans

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Tentative Tract Map 34668 Project PAGE 51 City of Indio Greenhouse Gas Technical Report March 2025 Scenario and Source Project Without Reduction Features Scenario* As Proposed Scenario
Reduction from Project Without Reduction Features Scenario Change from Project Without Reduction Features Scenario Area Sources 1 1 - 0% Energy Sources 209 121 -88 -42% Mobile Sources 373 262 -111 -30% Waste Sources 3 3 - 0% Water Sources 121 121 - 0% Refrigerants <1 <1 - 0% Construction 12 12 - 0% Total Emissions 719 520 -199 -27.6% Daily construction emissions amortized over 30-year period pursuant to SCAQMD guidance. Annual construction emissions derived by taking total emissions over duration of activities and dividing by construction period. * Project Without Reduction Features scenario does not assume 30% reduction in in mobile source emissions from Pavley emission standards (19.8%), low carbon fuel standards (7.2%), vehicle efficiency measures 2.8%); does not assume 42% reduction in energy production emissions from the State’s renewables portfolio standard (33%), natural gas extraction efficiency measures (1.6%), and natural gas transmission and distribution efficiency measures (7.4%). Source: DKA Planning, 2025. The analysis in this section uses the 2017 Scoping Plan's statewide goals as one approach to evaluate the Project’s incremental contribution to climate change. The methodology is to compare the Project’s emissions as proposed to the Project’s emissions as if the Project were built using a Project Without Reduction Features approach in terms of design, methodology, and technology. This means the Project's emissions were calculated as if the Project was constructed with project design features to reduce GHG emissions that are not required by state or local code and with several regulatory measures adopted in furtherance of AB 32. While the AB 32 Scoping Plan’s cumulative statewide objectives were not intended to serve as the basis for project-level assessments, this analysis finds that its Project Without Reduction Features comparison based on the Scoping Plan is appropriate, because the Project would contribute to statewide GHG emissions reduction goals. Specifically, the Project’s mixed-use nature and location in an existing urban setting provide opportunities to reduce transportation-related emissions. First, it would capture vehicle travel on-site that would have normally been destined for off-site locations. This produces substantial reductions in the amount of vehicle trips and VMT that no longer are made. Second, it would eliminate many vehicle trips, because travel to and from the Project Site could be captured by public transit and active transportation instead. Finally, it would attract existing trips on the street network that would divert to the proposed development.

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Tentative Tract Map 34668 Project PAGE 52 City of Indio Greenhouse Gas Technical Report March 2025 Post-2030 Analysis Recent studies show that the state’s existing and proposed regulatory framework will put the state on a pathway to reduce its GHG emissions level to 40 percent below 1990 levels by 2030, and to 80 percent below 1990 levels by 2050 if additional appropriate reduction measures are adopted.59 Even though these studies did not provide an exact regulatory and technological roadmap to achieve the 2030 and 2050 goals, they demonstrated that various combinations of policies could allow the statewide emissions level to remain very low through 2050, suggesting that the combination of new technologies and other regulations not analyzed in the studies could allow the state to meet the 2050 target. After the findings of these studies, SB 32 was passed on September 8, 2016, and would require the state board to ensure that statewide GHG emissions are reduced to 40 percent below the 1990 level by 2030. As discussed above, the new plan, outlined in SB 32, involves increasing renewable energy use, imposing tighter limits on the carbon content of gasoline and diesel fuel, putting more electric cars on the road, improving energy efficiency, and curbing emissions from key industries. Conclusion Given the Project’s consistency with GHG emissions reduction goals and objectives, the Project is consistent with applicable plans, policies, and regulations adopted for the purpose of reducing the emissions of GHGs. In the absence of adopted standards and established significance thresholds and given this consistency, the Project’s incremental contribution to greenhouse gas emissions and their effects on climate change would not be cumulatively considerable. Cumulative Impacts As explained above, the analysis of a project’s GHG emissions is inherently a cumulative impacts analysis, because climate change is a global problem, and the emissions from any single project alone would be negligible. Accordingly, the analysis above considered the potential for the Project to contribute to the cumulative impact of global climate change. The analysis shows that the Project is consistent with CARB’s Climate Change Scoping Plan, particularly its emphasis on the identification of emission reduction opportunities that promote economic growth while achieving greater energy efficiency and accelerating the transition to a low-carbon economy. For these reasons, the Project’s cumulative contribution to global climate change is less than significant. 59 Energy and Environmental Economics (E3). “Summary of the California State Agencies’ PATHWAYS Project: Long-term Greenhouse Gas Reduction Scenarios” (April 2015); Greenblatt, Jeffrey, Energy Policy, “Modeling California Impacts on Greenhouse Gas Emissions” (Vol. 78, pp. 158–172). The California Air Resources Board, California Energy Commission, California Public Utilities Commission, and the California Independent System Operator engaged E3 to evaluate the feasibility and cost of a range of potential 2030 targets along the way to the state’s goal of reducing GHG emissions to 80 percent below 1990 levels by 2050. With input from the agencies, E3 developed scenarios that explore the potential pace at which emission reductions can be achieved, as well as the mix of technologies and practices deployed. E3 conducted the analysis using its California PATHWAYS model. Enhanced specifically for this study, the model encompasses the entire California economy with detailed representations of the buildings, industry, transportation, and electricity sectors.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 296 of 337 45 TECHNICAL APPENDIX TRAFFIC VEHICLE MILES TRAVELED ANALYSIS

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 297 of 337 TENTATIVE TRACT MAP 34668 PROJECT Traffic and VMT Technical Report Prepared by DKA Planning March 2025

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 298 of 337 Tentative Tract Map 34668 Project PAGE 1 City of Indio Vehicle Miles Traveled Technical Report March 2025 VEHICLE MILES TRAVELED TECHNICAL REPORT Introduction This section evaluates vehicle miles traveled (VMT) impacts that would be generated by construction and operation of the Proposed Tentative Tract Map 34668 Project at 40 Sandpiper Avenue in the City of Indio. VMT Analysis Guidelines The City of Indio transportation guidelines for California Environmental Quality Act (CEQA) impacts are based on guidance from the State of California Office of Planning and Research for the assessment of vehicle miles traveled (VMT). City thresholds of significance and mitigation measure programs were considered for this analysis, as appropriate to the outcome of the VMT review for the project. City guidelines for project VMT impacts are based on consistency with CEQA guidelines. Development projects are analyzed to determine if and how much each project would affect total VMT, unless they can be screened out from analysis requirements under specific categories. Guidance on screening and impact criteria was reviewed as part of the scoping process undertaken with the City for this project. On April 20, 2022, the City of Indio adopted Resolution No. 10275 that established the County of Riverside Transportation Department’s Transportation Analysis Guidelines for Level of Service and Vehicle Miles Traveled as the City’s traffic analysis policy. Screening Criteria Review If the proposed project is office, commercial or industrial, the project is considered “screened out” based on seven project types. This includes “Small Projects” with low trip generation per existing CEQA exemptions or based on the County Greenhouse Gas Emissions Screening Tables. Small Projects includes “Single Family Housing projects less than or equal to 110 Dwelling Units.” Under the County’s guidelines, Small projects screened out of the VMT analysis requirements of SB 743 are presumed to cause less-than-significant impacts on transportation and traffic. Further, Appendix B of the Transportation Analysis Guidelines for Level of Service and Vehicle Miles Traveled confirms that Single Family Residential Tracts of less than 100 lots are exempt from Traffic Analysis requirements for Level of Service (LOS) analyses. Analysis of Project Impacts As the Proposed Project includes 40 single-family residences, it is exempt from further VMT analysis, as it has fewer than 110 dwelling units. Further, because the project involves a Single Family residential tract of fewer than 100 lots, it is exempt from any LOS analysis. Table 1 summarizes the potential trip generation of the Project, which could generate 377 daily vehicle trips,

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 299 of 337 Tentative Tract Map 34668 Project PAGE 2 City of Indio Vehicle Miles Traveled Technical Report March 2025 including 28 A.M. peak hour trips and 38 P.M. peak hour trips. A less than significant transportation impact under CEQA would occur due to the project. Table 1 Project Trip Generation Estimates Land Use Size Daily Rate Daily Trips A.M. Peak Hour P.M. Peak Hour Peak Hour Rate In Out Total Peak Hour Rate In Out Total Single-Family Detached Housing (210) 40 units 9.43 377 0.70 7 21 28 0.94 24 14 38 Total 377 7 21 28 24 14 38 Source: Institute of Transportation Engineers, Trip Generation Manual, 11th Edition. Hourly rates based on Peak Hour of Adjacent Street Traffic Numbers may not add up due to rounding. Location-based adjustment (13 percent) reflects the share of non-motor vehicle travel to and from the project site. Internal Trip Adjustment (15 percent) based on Mixed-Use Development Project with Housing and Retail Components factor. D Location-Based Adjustment based on Urban Low Transit place type, 87% vehicle mode share for residential and retail uses applied

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TECHNICAL APPENDIX

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 301 of 337 Single-Family Detached Housing(210)Vehicle Trip Ends vs:Dwelling UnitsOn a:Weekday Setting/Location:General Urban/SuburbanNumber of Studies:174Avg. Num. of Dwelling Units:246Directional Distribution:50% entering, 50% exiting Vehicle Trip Generation per Dwelling UnitAverage Rate Range of Rates Standard Deviation

9.43 4.45 - 22.61 2.13
Data Plot and EquationT = Trip Ends
X = Number of Dwelling Units
Study Site Average RateFitted Curve
Fitted Curve Equation: Ln(T) = 0.92 Ln(X) + 2.68R²= 0.95 Trip Gen Manual,11th Edition Institute of Transportation Engineers 0 500 1,000 1,500 2,000 2,500 3,0000
5,000
10,000
15,000
20,000
40377434
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Resolution No. 10520, City Council consideration of Planning Commission ... Page 302 of 337 Single-Family Detached Housing(210)Vehicle Trip Ends vs:Dwelling UnitsOn a:Weekday,Peak Hour of Adjacent Street Trafﬁc,One Hour Between 7 and 9 a.m.Setting/Location:General Urban/SuburbanNumber of Studies:192Avg. Num. of Dwelling Units:226Directional Distribution:25% entering, 75% exiting Vehicle Trip Generation per Dwelling UnitAverage Rate Range of Rates Standard Deviation

0.70 0.27 - 2.27 0.24
Data Plot and EquationT = Trip Ends
X = Number of Dwelling Units
Study Site Average RateFitted Curve
Fitted Curve Equation: Ln(T) = 0.91 Ln(X) + 0.12R²= 0.90 Trip Gen Manual,11th Edition Institute of Transportation Engineers 0 500 1,000 1,500 2,000 2,500 3,0000
500
1,000
1,500
2,000
402832
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Resolution No. 10520, City Council consideration of Planning Commission ... Page 303 of 337 Single-Family Detached Housing(210)Vehicle Trip Ends vs:Dwelling UnitsOn a:Weekday,Peak Hour of Adjacent Street Trafﬁc,One Hour Between 4 and 6 p.m.Setting/Location:General Urban/SuburbanNumber of Studies:208Avg. Num. of Dwelling Units:248Directional Distribution:63% entering, 37% exiting Vehicle Trip Generation per Dwelling UnitAverage Rate Range of Rates Standard Deviation

0.94 0.35 - 2.98 0.31
Data Plot and EquationT = Trip Ends
X = Number of Dwelling Units
Study Site Average RateFitted Curve
Fitted Curve Equation: Ln(T) = 0.94 Ln(X) + 0.27R²= 0.92 Trip Gen Manual,11th Edition Institute of Transportation Engineers 0 500 1,000 1,500 2,000 2,500 3,0000
500
1,000
1,500
2,000
2,500
403842
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Resolution No. 10520, City Council consideration of Planning Commission ... Page 304 of 337 46 TECHNICAL APPENDIX NOISE ANALYSIS

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 305 of 337 TENTATIVE TRACT MAP 34668 PROJECT Noise Technical Report Prepared by DKA Planning March 2025

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 306 of 337 Tentative Tract Map 34668 Project PAGE 1 City of Indio Noise Technical Report March 2025 NOISE TECHNICAL REPORT Introduction This technical report evaluates noise impacts from construction and operation of a Proposed Tentative Tract Map 34668 at 40 Sandpiper Avenue in the City of Indio. The analysis discusses applicable regulations and compares impacts to appropriate thresholds of significance. Noise measurements, calculation worksheets, and a map of noise receptors and measurement locations are included in the Technical Appendix to this analysis. Fundamentals of Noise Characteristics of Sound Sound can be described in terms of its loudness (amplitude) and frequency (pitch). The standard unit of measurement for sound is the decibel (dB). Because the human ear is not equally sensitive to sound at all frequencies, the A-weighted scale (dBA) is used to reflect the normal hearing sensitivity range. On this scale, the range of human hearing extends from 3 to 140 dBA. Table 1 provides examples of A-weighted noise levels from common sources. Table 1 A-Weighted Decibel Scale Typical A-Weighted Sound Levels Sound Level (dBA Leq) Near Jet Engine 130 Rock and Roll Band 110 Jet flyover at 1,000 feet 100 Power Motor 90 Food Blender 80 Living Room Music 70 Human Voice at 3 feet 60 Residential Air Conditioner at 50 feet 50 Bird Calls 40 Quiet Living Room 30 Average Whisper 20 Rustling Leaves 10 Source: Cowan, James P., Handbook of Environmental Acoustics, 1993. These noise levels are approximations intended for general reference and informational use. Noise Definitions. This noise analysis discusses sound levels in terms of equivalent noise level (Leq), maximum noise level (Lmax) and the Community Noise Equivalent Level (CNEL). • Equivalent Noise Level (Leq): Leq represents the average noise level on an energy basis for a specific time period. Average noise level is based on the energy content (acoustic energy) of sound. For example, the Leq for one hour is the energy average noise level during that hour. Leq can be thought of as a continuous noise level of a certain period equivalent in energy content to a fluctuating noise level of that same period.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 307 of 337 Tentative Tract Map 34668 Project PAGE 2 City of Indio Noise Technical Report March 2025 • Maximum Noise Level (Lmax): Lmax represents the maximum instantaneous noise level measured during a given time period. • Community Noise Equivalent Level (CNEL): CNEL is an adjusted noise measurement scale of average sound level during a 24-hour period. Due to increased noise sensitivities during evening and night hours, human reaction to sound between 7:00 P.M. and 10:00 P.M. is as if it were actually 5 dBA higher than had it occurred between 7:00 A.M. and 7:00 P.M. From 10:00 P.M. to 7:00 A.M., humans perceive sound as if it were 10 dBA higher. To account for these sensitivities, CNEL figures are obtained by adding an additional 5 dBA to evening noise levels between 7:00 P.M. and 10:00 P.M. and 10 dBA to nighttime noise levels between 10:00 P.M. and 7:00 A.M. As such, 24-hour CNEL figures are always higher than their corresponding actual 24-hour averages. Effects of Noise. The degree to which noise can impact an environment ranges from levels that interfere with speech and sleep to levels that can cause adverse health effects. Most human response to noise is subjective. Factors that influence individual responses include the intensity, frequency, and pattern of noise; the amount of background noise present; and the nature of work or human activity exposed to intruding noise. According to the National Institute of Health (NIH), extended or repeated exposure to sounds at or above 85 dB can cause hearing loss. Sounds of 70 dBA or less, even after continuous exposure, are unlikely to cause hearing loss.1 The World Health Organization (WHO) reports that adults should not be exposed to sudden “impulse” noise events of 140 dB or greater. For children, this limit is 120 dB.2 Exposure to elevated nighttime noise levels can disrupt sleep, leading to increased levels of fatigue and decreased work or school performance. For the preservation of healthy sleeping environments, the WHO recommends that continuous interior noise levels not exceed 30 dBA and that individual noise events of 45 dBA or higher be avoided.3 Assuming a conservative exterior to interior sound reduction of 15 dBA, continuous exterior noise levels should therefore not exceed 45 dBA. Individual exterior events of 60 dBA or higher should also be limited. Some epidemiological studies have shown a weak association between long-term exposure to noise levels of 65 to 70 dBA and cardiovascular effects, including ischemic heart disease and hypertension. However, at this time, the relationship is largely inconclusive. People with normal hearing sensitivity can recognize small changes in sound levels of approximately 3 dBA. Changes of at least 5 dBA can be readily noticeable while sound level increases of 10 dBA or greater are perceived as a doubling in loudness.4 However, during daytime, few people are highly annoyed by noise levels below 55 dBA Leq.5 1 National Institute of Health, National Institute on Deafness and Other Communication, www.nidcd.nih.gov/health/noise-induced-hearing-loss. 2 World Health Organization, Guidelines for Community Noise, 1999. 3 Ibid. 4 Federal Transit Administration, Transit Noise and Vibration Impact Assessment, 2018. 5 World Health Organization, Guidelines for Community Noise, 1999.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 308 of 337 Tentative Tract Map 34668 Project PAGE 3 City of Indio Noise Technical Report March 2025 Noise Attenuation. Noise levels decrease as the distance from noise sources to receivers increases. For each doubling of distance, noise from stationary sources can decrease by about 6 dBA over hard surfaces (e.g., reflective surfaces such as parking lots) and 7.5 dBA over soft surfaces (e.g., absorptive surfaces such as soft dirt and grass). For example, if a point source produces a noise level of 89 dBA at a reference distance of 50 feet over an asphalt surface, its noise level would be approximately 83 dBA at a distance of 100 feet, 77 dBA at 200 feet, etc. Noises generated by mobile sources such as roadways decrease by about 3 dBA over hard surfaces and 4.5 dBA over soft surfaces for each doubling of distance. It should be noted that because decibels are logarithmic units, they cannot be added or subtracted. For example, two cars each producing 60 dBA of noise would not produce a combined 120 dBA. Noise is most audible when traveling by direct line of sight, an unobstructed visual path between noise source and receptor. Barriers that break line of sight between sources and receivers, such as walls and buildings, can greatly reduce source noise levels by allowing noise to reach receivers by diffraction only. As a result, sound barriers can generally reduce noise levels by up to 15 dBA.6 The effectiveness of barriers can be greatly reduced when they are not high or long enough to completely break line of sight from sources to receivers. Regulatory Framework Noise Federal. No federal noise standards regulate environmental noise associated with short-term construction activities or long-term operations of development projects. As such, temporary and long-term noise impacts produced by the Project would be largely regulated or evaluated by State and City of Indio standards designed to protect public well-being and health. State. The State’s 2017 General Plan Guidelines establish county and city standards for acceptable exterior noise levels based on land use. These standards are incorporated into land use planning processes to prevent or reduce noise and land use incompatibilities. Table 2 illustrates State compatibility considerations between land uses and exterior noise levels. California Government Code Section 65302 also requires each county and city to prepare and adopt a comprehensive long-range general plan for its physical development. Section 65302(f) requires a noise element to be included in the general plan. This noise element must identify and appraise noise problems in the community, recognize State noise control guidelines, and analyze and quantify current and projected noise levels. The State has also established noise insulation standards for new multi-family residential units, hotels, and motels that are subject to relatively high levels of noise from transportation. The noise insulation standards, collectively referred to as the California Noise Insulation Standards (Title 24, California Code of Regulations) set forth an interior standard of 45 dBA CNEL for habitable rooms. 6 California Department of Transportation, Technical Noise Supplement to the Traffic Noise Analysis Protocol, September 2013. https://dot.ca.gov/-/media/dot-media/programs/environmental-analysis/documents/env/tens-sep2013-a11y.pdf

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 309 of 337 Tentative Tract Map 34668 Project PAGE 4 City of Indio Noise Technical Report March 2025 The standards require an acoustical analysis which indicates that dwelling units meet this interior standard where such units are proposed in areas subject to exterior noise levels greater than 60 dBA CNEL. Local jurisdictions typically enforce the California Noise Insulation Standards through the building permit application process. City of Indio General Plan Noise Element. The City of Indio General Plan includes a Noise Element that includes policies and standards to guide the control of noise to protect residents, workers, and visitors. Its primary goal is to regulate long-term noise impacts to preserve acceptable noise environments for all types of land uses. It includes programs applicable to construction projects that call for protection of noise sensitive uses and use of best practices to minimize short-term noise impacts.7 However, the Noise Element contains no quantitative or other thresholds of significance for evaluating a project’s noise impacts. Instead, it adopts the State’s guidance on noise and land use compatibility, shown in Table 2, “to help guide determination of appropriate land use and mitigation measures vis-à-vis existing or anticipated ambient noise levels.” City of Indio Municipal Code. The Municipal Code contains a number of regulations governing noise, including: • Exterior Noise Limits (Section 159.107.H.1). No person shall operate or cause to be operated any source of sound or allow the creation of sound or noise which causes the noise level measured on any other property to exceed 45 decibels, except that noise levels may range up to 65 decibels during the times set forth as follows: a. Pacific Standard Time: 1) Monday through Friday, 7:00 a.m. to 6:00 p.m. 2) Saturday, 8:00 a.m. to 6:00 p.m. 3) Sunday, 9:00 a.m. to 5:00 p.m. 4) Government Code holidays, 9:00 a.m. to 5:00 p.m. b. Pacific Daylight Time: 1) Monday through Friday, 6:00 a.m. to 6:00 p.m. 2) Saturday, 7:00 a.m. to 6:00 p.m. 3) Sunday, 9:00 a.m. to 5:00 p.m. 4) Government Code holidays, 9:00 a.m. to 5:00 p.m. Activities that are exempt from City noise level limits include special events that are authorized by the City via permit or approved development agreements with associated avoidance, minimization and mitigation measures. Examples of events include, but are not limited to, outdoor gatherings and concerts, public dances, shows, sporting, and entertainment events. The Indio Municipal Code also restricts noise from construction equipment. According to Section 95C.08.B – Controlled hours of operation: 7 The L.A. CEQA Thresholds Guide defined noise sensitive uses as residences, transient lodgings, schools, libraries, churches, hospitals, nursing homes, auditoriums, concert halls, amphitheaters, playgrounds, and parks.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 310 of 337 Tentative Tract Map 34668 Project PAGE 5 City of Indio Noise Technical Report March 2025 Table 2 State of California Noise/Land Use Compatibility Matrix Land Use Category Community Noise Exposure (dB, Ldn or CNEL) 55 60 65 70 75 80 Residential - Low Density Single-Family, Duplex, Mobile Homes

Residential - Multi-Family

Transient Lodging - Motels Hotels

Schools, Libraries, Churches, Hospitals, Nursing Homes

Auditoriums, Concert Halls, Amphitheaters

Sports Arena, Outdoor Spectator Sports

Playgrounds, Neighborhood Parks

Golf Courses, Riding Stables, Water Recreation, Cemeteries

Office Buildings, Business Commercial and Professional

Industrial, Manufacturing, Utilities, Agriculture

Normally Acceptable - Specified land use is satisfactory, based upon the assumption that any buildings involved are of normal conventional construction without any special noise insulation requirements.

Conditionally Acceptable - New construction or development should be undertaken only after a detailed analysis of the noise reduction requirements is made and needed noise insulation features included in the design. Conventional construction, but with closed windows and fresh air supply system or air conditioning will normally suffice.

Normally Unacceptable - New construction or development should generally be discouraged. If new construction or development does proceed, a detailed analysis of the noise reduction requirements must be made and needed noise insulation features included in the design.

Clearly Unacceptable - New construction or development should generally not be undertaken.

Source: California Office of Planning and Research “General Plan Guidelines, Noise Element Guidelines (Appendix D, Figure 2), 2017. It shall be unlawful for any person to operate, permit, use or cause to operate, construction tools and machinery other than between the hours of:

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 311 of 337 Tentative Tract Map 34668 Project PAGE 6 City of Indio Noise Technical Report March 2025 a. Pacific Standard Time. 1) Monday through Friday, 7:00 a.m. through 6:00 p.m. 2) Saturday, 8:00 a.m. through 6:00 p.m. 3) Sunday, 9:00 a.m. through 5:00 p.m. 4) Government Holidays, 9:00 a.m. through 5:00 p.m. b. Pacific Daylight Time. 1) Monday through Friday, 6:00 a.m. through 6:00 p.m. 2) Saturday, 7:00 a.m. through 6:00 p.m. 3) Sunday, 9:00 a.m. through 5:00 p.m. 4) Government Holidays, 9:00 a.m. through 5:00 p.m. Existing Conditions Noise Sensitive Receptors The Project Site is located in a residential area. Noise-sensitive receptors within 0.25 miles of the Project Site include, but are not limited to, the following representative sampling: • Residences, Cardinal Avenue; as close as twenty five feet north of the Project Site. • Residences, Sandpiper Avenue; as close as ten feet west of the Project Site. • Residences, Denver Avenue; as close as ten feet south of the Project Site. Existing Ambient Noise Levels The Project Site is currently vacant of any improvements. As such, there is no noise generated at the Project Site. Traffic is the primary source of noise near the Project Site, largely from the operation of vehicles with internal combustion engines and frictional contact with the ground and air.8 This includes traffic on local streets like Cardinal Avenue, Sandpiper Avenue, Bluejay Street, and Bobolink Street. In March 2024, DKA Planning took short-term noise measurements near the Project site to determine the ambient noise conditions of the neighborhood near sensitive receptors.9 As shown in Table 3, noise levels along roadways near the Project Site ranged from 60.9 to 63.7 dBA Leq, which was generally consistent with the traffic volumes on local streets. Figure 1 illustrates where ambient noise levels were measured near the Project Site to establish the noise environment and their relationship to the applicable sensitive receptor(s). 24-hour CNEL noise levels are generally considered “Normally Acceptable” and “Conditionally Acceptable” for the types of land uses near the Project Site. 8 World Health Organization, https://www.who.int/docstore/peh/noise/Comnoise-2.pdf accessed March 18, 2021. 9 Noise measurements were taken using a Quest Technologies Sound Examiner SE-400 Meter. The Sound Examiner meter complies with the American National Standards Institute (ANSI) and International Electrotechnical Commission (IEC) for general environmental measurement instrumentation. The meter was equipped with an omni-directional microphone, calibrated before the day’s measurements, and set at approximately five feet above the ground.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 312 of 337 Tentative Tract Map 34668 Project PAGE 7 City of Indio Noise Technical Report March 2025 Table 3 Existing Noise Levels Noise Measurement Locations Primary Noise Source Sound Levels Nearest Sensitive Receptor(s) Noise/Land Use Compatibilityb dBA (Leq) dBA (CNEL)a A. Bobolink St cul-de-sac Traffic on Bobolink St. 51.7 49.7 Residences – Cardinal Ave., Duval St. Normally Acceptable B. 83657 Sandpiper Ave. Traffic on Sandpiper Ave. 52.8 50.8 Residences – Sandpiper Ave.. Normally Acceptable C. 83704 Denver Ave. Traffic on Denver Ave. 53.9 51.9 Residences – Denver Ave., Ave. 48 Normally Acceptable D. Vista Theatre Traffic on Sunset Blvd. 65.6 63.6 Vista Theatre Conditionally Acceptable a Estimated based on short-term (15-minute) noise measurement using Federal Transit Administration procedures from 2018 Transit Noise and Vibration Impact Assessment Manual, Appendix E, Option 4. b Pursuant to California Office of Planning and Research “General Plan Guidelines, Noise Element Guidelines, 2017. When noise measurements apply to two or more land use categories, the more noise-sensitive land use category is used. See Table 2 above for definition of compatibility designations. Source: DKA Planning, 2025

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 313 of 337 Tentative Tract Map 34668 Project PAGE 8 City of Indio Noise Technical Report March 2025 Project Impacts Methodology On-Site Construction Activities. Construction noise levels at off-site sensitive receptors were modeled employing the ISO 9613-2 sound attenuation methodologies using the SoundPLAN Essential model (version 5.1). This software package considers reference equipment noise levels, noise management techniques, distance to receptors, and any attenuating features to predict noise levels from sources like construction equipment. Construction noise sources were modeled as area sources to reflect the mobile nature of construction equipment. These vehicles would not operate directly where the Project’s property line abuts adjacent structures, as they would retain some setback to preserve maneuverability. This equipment would also occasionally operate at reduced power and intensity to maintain precision at these locations. Off-Site Construction Noise Activities. The Project’s off-site construction noise impact from haul trucks, vendor deliveries, worker commutes, and other vehicles accessing the Project Site was analyzed by considering the Project’s anticipated vehicle trip generation with existing traffic and roadway noise levels along local roadways, particularly those likely to be part of any haul route. Because it takes a doubling of traffic volumes on a roadway to generate the increased sound energy it takes to elevate ambient noise levels by 3 dBA,10 the analysis focused on whether truck and auto traffic would double traffic volumes on key roadways to be used for hauling soils to and/or from the Project Site during construction activities.11 Because haul trucks generate more noise than traditional passenger vehicles, a 19.1 passenger car equivalency (PCE) was used to convert haul truck trips to a reference level conversion to an equivalent number of passenger vehicles.12 For vendor deliveries, a 13.1 PCE was used to reflect an even blend of medium- and heavy-duty vehicles.13 It should be noted that because an approved haul route may not be approved as of the preparation of this analysis, assumptions were made about logical routes that would minimize haul truck traffic on local streets in favor of major arterials that can access regional-serving freeways. On-Site Operational Noise Activities. The Project’s potential to result in significant noise impacts from on-site operational noise sources was evaluated by identifying sources of on-site noise and considering the impact that they could produce given the nature of the source (i.e., loudness and whether noise would be produced during daytime or more-sensitive nighttime hours), distances to nearby sensitive receptors, ambient noise levels near the Project Site, and the presence of similar noise sources in the vicinity. 10 Federal Transit Administration, Transit Noise and Vibration Impact Assessment Manual, September 2018. 11 A tripling of traffic volumes (i.e., 3.15x) is needed to elevate traffic noise levels by 5 dBA. 12 Caltrans, Technical Noise Supplement Table 3-3, 2013. Assumes 35 mph speed. While trucks traveling at higher speeds would have lower equivalency values (e.g., PCE is 15.1 at 40 mph), this analysis assumes a posted speed limit typical of major arterials (35 mph). While these equivalent vehicle factors do not consider source heights, Caltrans’ factors are appropriate for use, as the local roads used by haul trucks would not involve a sound path where noise levels are intercepted by a barrier or natural terrain feature. 13 Caltrans, Technical Noise Supplement Table 3-3, 2013. Medium-duty trucks have a 7.1 PCE at 35 mph.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 314 of 337 Tentative Tract Map 34668 Project PAGE 9 City of Indio Noise Technical Report March 2025 Off-Site Operational Noise Activities. The Project’s off-site noise impact from Project-related traffic was evaluated based its potential to increase traffic volumes on local roadways that serve the Project site. Because it takes a doubling of traffic volumes on a roadway to generate the increased sound energy it takes to elevate ambient noise levels by 3 dBA, the analysis focused on whether auto trips generated by the Proposed Project would double traffic volumes on key roadways that access the Project Site. Thresholds of Significance Construction Noise Thresholds. The City has not established noise level limits specific to construction. Many jurisdictions assess construction noise levels with respect to a 75 dBA Leq or 75 dBA Leq(8h) noise level limit. In the absence of an applicable threshold, this analysis assesses noise levels based on a 75 dBA Leq noise level at the nearest noise-sensitive receiver such as a residential use or CVMSHCP conservation areas for a noise-sensitive species. Operational Noise Thresholds. In addition to applicable City standards and guidelines that would regulate or otherwise moderate the Project’s operational noise impacts, the following criteria are adopted to assess the impact of the Project’s operational noise sources: • Project operations would cause ambient noise levels at off-site locations to increase by 3 dBA CNEL or more to or within “normally unacceptable” or “clearly unacceptable” noise/land use compatibility categories, as defined by the State’s 2017 General Plan Guidelines. • Project operations would cause any 5 dBA CNEL or greater noise increase.14 Analysis of Project Impacts a. Generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies? Less Than Significant Impact. Construction On-Site Construction Activities Construction would generate noise during the construction process that would span at least twelve months of site preparation, grading, building construction, paving, and application of 14 As a 3 dBA increase represents a slightly noticeable change in noise level, this threshold considers any increase in ambient noise levels to or within a land use’s “normally unacceptable” or “clearly unacceptable” noise/land use compatibility categories to be significant so long as the noise level increase can be considered barely perceptible. In instances where the noise level increase would not necessarily result in “normally unacceptable” or “clearly unacceptable” noise/land use compatibility, a 5 dBA increase is still considered to be significant. Increases less than 3 dBA are unlikely to result in noticeably louder ambient noise conditions and would therefore be considered less than significant.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 315 of 337 Tentative Tract Map 34668 Project PAGE 10 City of Indio Noise Technical Report March 2025 architectural coatings, as shown in Table 4. During all construction phases, noise-generating activities could occur at the Project Site between 7:00 A.M. and 6:00 P.M. Monday through Friday, in accordance with the Indio Municipal Code. On Saturdays, construction would be permitted to occur between 8:00 A.M. and 6:00 P.M. Table 4 Construction Schedule Assumptions Phase Duration Notes Site Preparation Month 1 (one week) Grubbing and removal of trees, plants, landscaping, weeds Paving Month 1 Flatwork, including paving of driveways and walkways Grading Month 1 Approximately 3,400 cubic yards of soil hauled 20 miles to landfill in 16-cubic yard capacity trucks.

Building Construction Months 2-12 Footings and foundation work (e.g., pouring concrete pads), framing, welding; installing mechanical, electrical, and plumbing. Floor assembly, cabinetry and carpentry, elevator installations, low voltage systems, trash management. Architectural Coatings Months 9-12 Application of interior and exterior coatings and sealants. Source: DKA Planning, 2025. As noted in the 2019 General Plan Update EIR, construction activities typically generate average noise levels of up to about 82 dBA Leq at 50 feet from the center of construction activity when assessing the loudest pieces of equipment working simultaneously. Actual noise levels would vary depending on the nature of the construction phase, including the duration of specific activities, nature of the equipment involved, location of the particular receiver, and the type and presence of any intervening barriers. Therefore, the use of 82 dBA at 50 feet is considered a conservative value. Noise levels would generally peak during the grading phase, when diesel-fueled heavy-duty equipment like excavators and dozers are used to move large amounts of debris and dirt, respectively. This equipment is mobile in nature and does not always operate at in a steady-state mode full load, but rather powers up and down depending on the duty cycle needed to conduct work. As such, equipment is occasionally idle during which time no noise is generated. During other phases of construction (e.g., building construction, paving, architectural coatings), noise impacts are generally lesser because they are less reliant on using heavy equipment with internal combustion engines. Smaller equipment such as forklifts, generators, and various powered hand tools and pneumatic equipment would often be utilized. Off-site secondary noises would be generated by construction worker vehicles, vendor deliveries, and haul trucks. Figure 2 illustrates how noise would propagate from the construction site during the demolition and grading phase.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 316 of 337 Tentative Tract Map 34668 Project PAGE 11 City of Indio Noise Technical Report March 2025 Figure 2 Construction Noise Sound Contours As shown in Table 5, the use of multiple pieces of powered equipment simultaneously would increase ambient noise negligibly. These construction noise levels would not exceed the significance threshold of 75 dBA Leq. Therefore, the Project’s on-site construction noise impact would be less than significant. Table 5 Construction Noise Impacts at Off-Site Sensitive Receptors Receptor Maximum Construction Noise Level (dBA Leq) Potentially Significant? 1. Residences – Cardinal Ave. 63.9 No 2. Residences – Denver Ave. 54.1 No 3. Residences – Ave 48 55.1 No 4. Residences – Duval St.. 61.4 No 5. Residences – Sandpiper Ave. 69.6 No Source: DKA Planning, 2025. Using SoundPLAN Essential.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 317 of 337 Tentative Tract Map 34668 Project PAGE 12 City of Indio Noise Technical Report March 2025 Off-Site Construction Activities The Project would also generate noise at off-site locations from haul trucks moving debris and soil from the Project Site during site preparation and grading activities, respectively; vendor trips; and worker commute trips. These activities would generate up to an estimated 73 peak hourly PCE trips, as summarized in Table 6, during the grading phase.15 This would represent the equivalent of one additional vehicle trip on local roads per minute, a de minimis level of tripmaking that would not double traffic volumes on local roads. Because workers and vendors will likely use more than one route to travel to and from the Project Site, this conservative assessment of traffic volumes likely overstates traffic volumes from construction activities on this roadway link. Because the Project’s construction-related trips would not cause a doubling in traffic volumes (i.e., 100 percent increase) on local roads, the Project’s construction-related traffic would not increase existing noise levels by 3 dBA or more, let alone the 5 dBA threshold of significance for off-site construction noise activities. Therefore, the Project’s noise impacts from construction-related traffic would be less than significant. Table 6 Construction Vehicle Trips (Maximum Hourly) Construction Phase Worker Trips a Vendor Trips Haul Trips Total Trips Site Preparation 18 0 4b 21 Grading 15 0 58c 73 Paving 15 0 15 15 Building Construction 14 16d 0 30 Architectural Coating 3 0 0 3 a Assumes all worker trips occur in the peak hour of construction activity. b The project would generate six haul trips over a five-day period with seven-hour work days. Because haul trucks emit more noise than passenger vehicles, a 19.1 passenger car equivalency (PCE) was used to convert haul truck trips to a passenger car equivalent c The project would generate 536 haul trips over a 20-day period with seven-hour work days. Assumes a 19.1 PCE. d This phase would generate about 4.3 vendor truck trips daily over a seven-hour work day. Assumes a blend of medium- and heavy-duty vehicle types and a 13.1 PCE. Source: DKA Planning, 2025 15 This is a conservative, worst-case scenario, as it assumes all workers travel to the worksite at the same time and that vendor and haul trips are made in the same early hour, using the same route as haul trucks to travel to and from the Project Site.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 318 of 337 Tentative Tract Map 34668 Project PAGE 13 City of Indio Noise Technical Report March 2025 Operation On-Site Operational Noise During long-term operations, the Project would produce noise from on-site sources such as mechanical equipment associated with the structures themselves or from activity in outdoor spaces. Mechanical Equipment The Project would include outdoor mechanical equipment for cooling for each residence on the ground level.16 This could include ground-mounted heat pumps that would generate noise during both heating and cooling sessions while air conditioners operate during cooling cycles.17 This equipment would include a number of sound sources, including compressors, condenser fans, supply fans, return fans, and exhaust fans. These units could be rated to generate a sound power between 51 and 76 dBA. Any off-site sensitive receptors would not experience elevated noise levels without a direct line-of-sight to these units. Given their location near each residence, any sound path from these units would likely be attenuated by the presence of the residences and structures in the development, as well as the distance to off-site receptors. As a result, noise from HVAC units would negligibly elevate ambient noise levels, far less than the 5 dBA CNEL threshold of significance for operational impacts. Otherwise, all other mechanical equipment would be fully enclosed within each residence (e.g., central heating). All these activities would generally occur within the envelope of the development, operational noise would be shielded from off-site noise-sensitive receptors. Outdoor Uses While most operations would be conducted inside the development, outdoor activities could generate noise that could impact local sensitive receptors. This would include human conversation, trash collection, and landscape maintenance. These are discussed below: • Human conversation. This could include human conversation, socializing, and passive recreation in outdoor spaces. The primary use of these spaces would be for human conversation, which would produce negligible noise impacts, based on the Lombard effect. This phenomenon recognizes that voice noise levels in face-to-face conversations generally increase proportionally to background ambient noise levels. Specifically, vocal intensity increases about 0.38 dB for every 1.0 dB increase in noise levels above 55 dB.18 For example, the sound of a human voice at 60 dB would produce a noise level of 39 dB at ten feet, which would not elevate ambient noise levels at any of the analyzed sensitive receptors by more 16 HVAC equipment located on the roof of townhomes 37’1” above grade would reduce noise exposure for sensitive receptors, as the line of sight would be blocked by the roof parapets and/or roof edge. 17 Given the Project Site’s location in Climate Zone 9, Title 24 would also allow a more conventional gas heating system that uses an internal furnace paired with an external air conditioner that would be ground-mounted. 18 Acoustical Society of America, Volume 134; Evidence that the Lombard effect is frequency-specific in humans, Stowe and Golob, July 2013.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 319 of 337 Tentative Tract Map 34668 Project PAGE 14 City of Indio Noise Technical Report March 2025 than 0.2 dBA Leq. Moreover, noise levels from human speech would attenuate rapidly with greater distance, resulting in a 33 dB noise level at twenty feet, and 27 dB at 40 feet.19 • Trash collection. On-site trash and recyclable materials for the residents would be managed from the extension of Sandpiper Avenue and use of trash compactors and hydraulics associated with the refuse trucks themselves. Noise levels of approximately 71 dBA Leq and 66 dBA Leq could be generated by collection trucks and trash compactors, respectively, at 50 feet of distance.20 Because CNEL levels represent the energy average of sound levels during a 24-hour period, the modest sound power from a few minutes of trash collection activities during daytime hours would negligibly affect CNEL sound levels. • Landscape maintenance. Noise from gas-powered leaf blowers, lawnmowers, and other landscape equipment can generated substantial bursts of noise during regular maintenance. For example, two gas powered leaf blowers with two-stroke engines and a hose vacuum can generate an average of 85.5 dBA Leq and cause nuisance or potential noise impacts for nearby receptors.21 The landscape plan focuses on a modest palette of accent trees and raised planters that will minimize the need for powered landscaping equipment, as some of this can be managed by hand. Because CNEL levels represent the energy average of sound levels during a 24-hour period, the modest sound power from a few minutes of maintenance activities during daytime hours would negligibly affect CNEL sound levels. As discussed above, the Project would not result in an exposure of persons to or a generation of noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies. The Project would also not increase surrounding noise levels by more than 5 dBA CNEL, the minimum threshold of significance based on the noise/land use category of sensitive receptors near the Project Site. As a result, the Project’s on-site operational noise impacts would be considered less than significant, Off-Site Operational Noise The majority of the Project’s operational noise impacts would be off-site from vehicles traveling to and from the development. The Project could add about 377 daily vehicle trips, including 28 A.M. peak hour trips and 38 P.M. peak hour trips. This would represent the addition of an average of one vehicle every two to three minutes onto local roads. Because it takes a doubling of traffic volumes (i.e., 100 percent) to increase ambient noise levels by 3 dBA Leq, the Project’s traffic would neither increase ambient noise levels 3 dBA or more into “normally unacceptable” or “clearly unacceptable” noise/land use compatibility categories, nor increase ambient noise levels 5 dBA or more. Twenty-four hour CNEL impacts would similarly be minimal, far below criterion for significant operational noise impacts, which begin at 3 dBA. As such, this impact would be considered less than significant. 19 Public Resources Code Section 21085 states that for residential projects, the effects of noise generated by project occupants and their guests on human beings is not a significant effect on the environment. 20 RK Engineering Group, Inc. Wal-Mart/Sam’s Club reference noise level, 2003. 21 Erica Walker et al, Harvard School of Public Health; Characteristics of Lawn and Garden Equipment Sound; 2017. These equipment generated a range of 74.0-88.5 dBA Leq at 50 feet.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 320 of 337 Tentative Tract Map 34668 Project PAGE 15 City of Indio Noise Technical Report March 2025 b. For a project located within the vicinity of a private airstrip or an airport land use plan, or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels? Less Than Significant Impact. The Proposed Project is located 5.3 miles north of the Jacqueline Cochran Regional Airport and 4.4 miles east of the Bermuda Dunes Airport and is not located within an airport land use plan or within two miles of a public airport or public use airport. Because the Proposed Project would not be located within the vicinity of a private airstrip or within two miles of a public airport, the Project would not expose local workers or residents in the area to excessive noise levels. This would be considered a less than significant impact.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 321 of 337 47 TECHNICAL APPENDIX VIBRATION ANALYSIS

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 322 of 337 2661 Strozier Avenue Project PAGE 1 City of Indio Vibration Technical Report March 2025 VIBRATION TECHNICAL REPORT Introduction This section evaluates vibration impacts that would be generated by construction and operation of the Proposed Tentative Tract Map 34668 Project at 40 Sandpiper Avenue in the City of Indio. The analysis compares these impacts to applicable regulations and thresholds of significance. Vibration calculation worksheets are included in the Technical Appendix. Fundamentals of Vibration Characteristics of Vibration. Vibration is an oscillatory motion through a solid medium in which the motion’s amplitude can be described in terms of displacement, velocity, and acceleration. Unlike noise, vibration is not a common environmental problem, as it is unusual for vibration from vehicle sources to be perceptible. Common sources of vibration include trains, construction activities, and certain industrial operations. Vibration Definitions. This analysis discusses vibration in terms of Peak Particle Velocity (PPV). PPV is commonly used to describe and quantify vibration impacts to buildings and other structures. PPV levels represent the maximum instantaneous peak of a vibration signal and are usually measured in inches per second.1 This analysis also discusses the vibration of events in decibel scale, known as Vibration Decibels (VdB), which is a unitless measure of vibration that is expressed on a logarithmic scale. Effects of Vibration. High levels of vibration may cause physical personal injury or damage to buildings. However, groundborne vibration levels rarely affect human health. Instead, most people consider groundborne vibration to be an annoyance that can disrupt concentration or disturb sleep. Groundborne vibration can also interfere with certain types of highly sensitive equipment and machines, especially imaging devices used in medical laboratories. Perceptible Vibration Changes. Unlike noise, groundborne vibration is not an environmental issue that most people experience every day. Background vibration levels in residential areas are usually well below the threshold of perception for humans, approximately 0.01 inches per second.2 Perceptible indoor vibrations are most often caused by sources within buildings themselves, such as slamming doors or heavy footsteps. Common outdoor sources of groundborne vibration include construction equipment, trains, and traffic on rough or unpaved roads. Traffic vibration from smooth and well-maintained roads is typically not perceptible. Regulatory Framework 1 California Department of Transportation, Transportation and Construction Vibration Guidance Manual, April 2020; https://dot.ca.gov/-/media/dot-media/programs/environmental-analysis/documents/env/tcvgm-apr2020-a11y.pdf. 2 Ibid.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 323 of 337 2661 Strozier Avenue Project PAGE 2 City of Indio Vibration Technical Report March 2025 Federal Federal Transit Administration (FTA). In 2018, the FTA published the Transit Noise and Vibration Impact Assessment Manual to aid in the estimation and analysis of vibration impacts. Typically, potential building and structural damages are the foremost concern when evaluating the impacts of construction-related vibrations. Table 1 summarizes FTA’s vibration guidelines for building and structural damage. While these are reference values for vibration levels at 25 feet of distance, this analysis uses logarithmic equations to determine whether building damage would occur regardless of actual distance between construction activity and nearby buildings. Table 1 FTA Vibration Damage Potential Threshold Criteria Structure and Condition Threshold Criteria (in/sec PPV) at 25 Feet I. Reinforced-concrete, steel or timber (no plaster) 0.5 II. Engineered concrete and masonry (no plaster) 0.3 III. Non-engineered timber and masonry buildings 0.2 IV. Buildings extremely susceptible to vibration damage 0.12 Source: Federal Transit Administration “Transit Noise and Vibration Impact Assessment Manual”, September 2018. The FTA Assessment Manual also cites criteria for cases where more detailed analysis may be required. For buildings consisting of concrete wall and floor foundations, masonry or concrete walls, or stone masonry retaining walls, continuous vibrations of 0.3 inches per second PPV can be damaging. For buildings consisting of steel or reinforced concrete, such as factories, retaining walls, bridges, steel towers, open channels, underground chambers and tunnels with and without concrete alignment, continuous vibrations of 0.5 inches per second PPV can be damaging. State California’s Civil Code Section 832 protects adjacent properties when excavation of a site occurs. Each coterminous owner is entitled to the lateral and subjacent support which his land receives from the adjoining land, subject to the right of the owner of the adjoining land to make proper and usual excavations on the same for purposes of construction or improvement, under the following conditions: 1. Any owner of land or his lessee intending to make or to permit an excavation shall give reasonable notice to the owner or owners of adjoining lands and of buildings or other structures, stating the depth to which such excavation is intended to be made, and when the excavating will begin. 2. In making any excavation, ordinary care and skill shall be used, and reasonable precautions taken to sustain the adjoining land as such, without regard to any building or other structure which may be thereon, and there shall be no liability for damage done to any such building or other structure by reason of the excavation, except as otherwise provided or allowed by law.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 324 of 337 2661 Strozier Avenue Project PAGE 3 City of Indio Vibration Technical Report March 2025

3. If at any time it appears that the excavation is to be of a greater depth than are the walls or foundations of any adjoining building or other structure, and is to be so close as to endanger the building or other structure in any way, then the owner of the building or other structure must be allowed at least 30 days, if he so desires, in which to take measures to protect the same from any damage, or in which to extend the foundations thereof, and he must be given for the same purposes reasonable license to enter on the land on which the excavation is to be or is being made. 4. If the excavation is intended to be or is deeper than the standard depth of foundations, which depth is defined to be a depth of nine feet below the adjacent curb level, at the point where the joint property line intersects the curb and if on the land of the coterminous owner there is any building or other structure the wall or foundation of which goes to standard depth or deeper then the owner of the land on which the excavation is being made shall, if given the necessary license to enter on the adjoining land, protect the said adjoining land and any such building or other structure thereon without cost to the owner thereof, from any damage by reason of the excavation, and shall be liable to the owner of such property for any such damage, excepting only for minor settlement cracks in buildings or other structures. California Building Code (CBC) Section 3307 provides additional protection of adjoining property from damage during construction, remodeling, and demolition work. Protection must be provided for footings, foundations, party walls, chimneys, skylights, and roofs. Methodology Construction Vibration. Ground-borne vibration impacts during construction activities were evaluated for both on-site and off-site construction activities by identifying potential vibration sources (e.g., construction equipment), estimating the vibration levels at off-site structures, and comparing the proposed impacts against applicable vibration significance thresholds. Operational Vibration. As with many non-industrial projects, the Proposed Project does not include land uses that would generate high levels of ground-borne vibration. Instead, any vibration related to operation of the Proposed Project would involve vehicle activity traveling to and from the Project Site. However, vibration from vehicle activities using rubber-tired wheels is unlikely to be perceptible by people. Rubber-tired vehicles traveling at a distance of 50 feet typically generate groundborne vibration of approximately 63.5 VdB.3 The typical threshold of perception for groundborne vibration is approximately 65 VdB.4 As such, operational impacts on ground-borne vibration are not analyzed further. Threshold of Significance Groundborne Vibration Thresholds. There are no adopted City standards or other applicable regulations that would govern the Project’s vibration impacts. In assessing impacts related to noise and vibration in this section, the City uses Appendix G as the thresholds of significance. The FTA’s 3 Federal Transportation Administration, Transit Noise and Vibration Impact Assessment Manual; Generalized Ground Surface Vibration Equations (Table 6-10); September 2018. 4 Ibid.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 325 of 337 2661 Strozier Avenue Project PAGE 4 City of Indio Vibration Technical Report March 2025 criteria in its 2018 Transit Noise and Vibration Impact Assessment manual will be used where applicable and relevant to assist in analyzing the Appendix G thresholds. Existing Conditions Existing Ambient Vibration Levels The Project Site is developed with a single family residence. The primary source of groundborne vibration near the Project Site is vehicle travel. There are several buildings near the Project Site that could be exposed to groundborne vibration during construction and operation of the proposed development that include: • Residences, Cardinal Avenue; as close as twenty five feet north of the Project Site. These one-story timber and stucco structures would be considered Category III structures (Non-engineered timber and masonry) under FTA guidelines. • Residences, Sandpiper Avenue; as close as ten feet west of the Project Site. These one-story timber and stucco structures would be considered Category III structures (Non-engineered timber and masonry) under FTA guidelines. • Residences, Denver Avenue; as close as ten feet south of the Project Site. These one-story timber and stucco structures would be considered Category III structures (Non-engineered timber and masonry) under FTA guidelines. Analysis of Project Impacts a. Generation of excessive groundborne vibration or groundborne noise levels? Less Than Significant Impact. Construction Building Damage Vibration Impact – On-Site Sources Construction equipment can produce groundborne vibration based on equipment and methods employed. While this spreads through the ground and diminishes in strength with distance, buildings on nearby soil can be affected. This ranges from no perceptible effects at the lowest levels, low rumbling sounds and perceptible vibration at moderate levels, and slight damage at the highest levels. Table 2 summarizes vibratory levels for common construction equipment. Table 2 Vibration Source Levels for Construction Equipment Equipment Approximate PPV at 25 feet (in/sec) Pile Driver (impact) 0.644 Pile Drive (sonic) 0.170 Clam shovel drop (slurry wall) 0.202 Hydromill (slurry wall) 0.008

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 326 of 337 2661 Strozier Avenue Project PAGE 5 City of Indio Vibration Technical Report March 2025 Vibratory Roller 0.210 Hoe Ram 0.089 Large Bulldozer 0.089 Caisson Drilling 0.089 Loaded Truck 0.076 Jackhammer 0.035 Small Bulldozer 0.003 Source: Federal Transit Administration, Transit Noise and Vibration Impact Assessment Manual, 2018. Groundborne vibration would be generated by a number of construction activities at the Project site. As a result of equipment that could include on-site bulldozer operations or the vibrational equivalent, vibration velocities of up to 0.124 inches per second PPV are projected to occur. These impact is below the 0.2 in/sec PPV threshold of significance for Category III structures. Other potential construction activities would produce less vibration and have lesser potential impacts on nearby sensitive receptors. As a result, construction-related structural vibration impacts would be considered less than significant, Table 3 Building Damage Vibration Levels – On-Site Sources Off-Site Receptor Location Distance to Project Site (feet)b
Vibration Velocity Levels at Off-Site Sensitive Receptors from Construction Equipment (in/sec PPV) Significance Criterion (PPV) Potentially Significant Impact? Large Bulldozer Caisson Drilling Loaded Trucks Jack- hammer Small Bulldozer FTA Reference Vibration Level (25 Feet) N/A 0.089 0.089 0.076 0.035 0.003 -- -- Residences – Cardinal Ave. 30 0.068 0.068 0.058 0.027 0.002 0.20a No Residences – Sandpiper Ave. 20 0.124 0.124 0.106 0.049 0.004 0.20a No Residences – Denver Ave. 20 0.124 0.124 0.124 0.106 0.049 0.20a No a FTA criterion for Category III (non-engineered timber and masonry buildings) b Includes 10-foot buffer for equipment maneuverability Source: DKA Planning, 2025. Building Damage Vibration Impact – Off-Site Sources Construction of the Project would generate trips from large trucks including haul trucks, concrete mixing trucks, concrete pumping trucks, and vendor delivery trucks. Regarding building damage, based on FTA data, the vibration generated by a typical heavy-duty truck would be approximately 63 VdB (0.006 PPV) at a distance of 50 feet from the truck.5 According to the FTA “[i]t is unusual for vibration from sources such as buses and trucks to be perceptible, even in locations close to 5 Federal Transit Administration, “Transit Noise and Vibration Impact Assessment,” May 2006, Figure 7-3.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 327 of 337 2661 Strozier Avenue Project PAGE 6 City of Indio Vibration Technical Report March 2025 major roads.” Nonetheless, there are buildings along the Project’s anticipated haul route that are situated away from the right-of-way and would be exposed to groundborne vibration levels of approximately 0.006 PPV. This estimated vibration generated by construction trucks traveling along the anticipated haul route(s) would be well below the most stringent building damage criteria of 0.12 PPV for buildings extremely susceptible to vibration. The Project’s potential to damage roadside buildings and structures as the result of groundborne vibration generated by its truck trips would therefore be considered less than significant. Operation During operation of the development, there would be no significant stationary sources of groundborne vibration, such as heavy equipment or industrial operations. Operational groundborne vibration in the Project Site’s vicinity would be generated by its related vehicle travel on local roadways. However as previously discussed, road vehicles rarely create vibration levels perceptible to humans unless road surfaces are poorly maintained and have potholes or bumps. As a result, the Project’s long-term vibration impacts would be less than significant.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 328 of 337 2661 Strozier Avenue Project PAGE 7 City of Indio Vibration Technical Report March 2025

TECHNICAL APPENDIX

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 329 of 337 Tentative Tract Map 34668 Project
Construction Vibration
Receptor: Residences - Cardinal Ave. Receptor: Residences - Cardinal Ave.

Equipment: Large Bulldozer, Auger Drill RigEquipment: Loaded Trucks Source PPV (in/sec) 0.089 Source PPV (in/sec) 0.076
Reference Distance (ft) 25 Reference Distance (ft) 25
Ground Factor (N) 1.5 Ground Factor (N) 1.5
Distance (ft) 30 Distance (ft) 30
Vibration Level (in/sec) 0.068 Vibration Level (in/sec) 0.058 Receptor: Residences - Sandpiper AvenueReceptor: Residences - Sandpiper Avenue Equipment: Large Bulldozer, Auger Drill RigEquipment: Loaded Trucks Source PPV (in/sec) 0.089 Source PPV (in/sec) 0.076
Reference Distance (ft) 25 Reference Distance (ft) 25
Ground Factor (N) 1.5 Ground Factor (N) 1.5
Distance (ft) 20 Distance (ft) 20
Vibration Level (in/sec) 0.124 Vibration Level (in/sec) 0.106 Receptor: Residences - Denver Ave. Receptor: Residences - Denver Ave.

Equipment: Small Dozer-Type EquipmentEquipment: Jackhammer Source PPV (in/sec) 0.003 Source PPV (in/sec) 0.035
Reference Distance (ft) 25 Reference Distance (ft) 25
Ground Factor (N) 1.5 Ground Factor (N) 1.5
Distance (ft) 30 Distance (ft) 30
Vibration Level (in/sec) 0.002 Vibration Level (in/sec) 0.027 Receptor: Residences - Sandpiper AvenueReceptor: Residences - Sandpiper Avenue Equipment: Small Dozer-Type EquipmentEquipment: Jackhammer Source PPV (in/sec) 0.003 Source PPV (in/sec) 0.035
Reference Distance (ft) 25 Reference Distance (ft) 25
Ground Factor (N) 1.5 Ground Factor (N) 1.5
Distance (ft) 20 Distance (ft) 20
Vibration Level (in/sec) 0.004 Vibration Level (in/sec) 0.049 Receptor: Residences - Denver Ave. Receptor: Residences - Denver Ave.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 330 of 337

RESOLUTION NO. 2116

RESOLUTION OF THE PLANNING COMMISSION OF THE CITY OF INDIO,

CALIFORNIA, RECOMMENDING TO THE CITY COUNCIL THE CONDITIONAL APPROVAL OF TENTATIVE TRACT MAP NO. 34468 (CASE FILE NO. PLAN - TTM-24-0002) TO SUBDIVIDE ONE EXISTING PARCEL (APN 612 -170-007) TOTALING 5.62 ACRES INTO 34 SINGLE -FAMILY RESIDENTIAL LOTS,

INTERNAL PUBLIC STREETS, AND ASSOCIATED SITE IMPROVEMENTS, LOCATED NEAR THE INTERSECTION OF CALHOUN STREET AND DR.

CARREON BOULEVARD, AND CERTIFYING THAT THE PROJECT IS
CONSISTENT WITH THE CITY OF INDIO GENERAL PLAN 2040 PROGRAM ENVIRONMENTAL IMPACT REPORT (SCH NO. 2015081021) PURSUANT TO SECTION 15183 OF THE CALIFORNIA ENVIRONMENTAL QUALITY ACT (CEQA) GUIDELINES.

WHEREAS, on September 16, 2024, Joy Santos of Feiro Engineering, Inc., on behalf of Abrahim Shucri Yaghi of Shucri Yaghi Consulting Engineers, Inc., submitted a Tentative Tract Map application and associated documentation for Tentative Tract Map No. 34468 (Case File No. PLAN-TTM-24-0002); and

WHEREAS, the proposed Tentative Tract Map will subdivide one existing parcel totaling 5.62 acres into thirty-four (34) single-family residential lots, internal public streets, and associated site improvements (“Project”); and

WHEREAS, the project site is located near the intersection of Calhoun Street and Dr. Carreon Boulevard in the City of Indio, Riverside County, California (APN 612 -170- 007); and

WHEREAS, the project site is designated Suburban Neighborhood High under the City of Indio General Plan 2040 and zoned Suburban Neighborhood 8 (SN -8) under the Unified Development Code; and

WHEREAS, the Project is consistent with and intended to implement the vision of the Unified Development Code and the City of Indio General Plan 2040 pertaining to land use patterns, densities, building and site design, and neighborhood compatibility; and

WHEREAS, the Subdivision Map Act requires that, prior to any map approval, the City must find that the proposed subdivision, together with the provisions for its design and improvement, is consistent with the General Plan and any applicable specific plan, and that the site is physically suitable for the proposed type and density of development, and that the design of the subdivision is not likely to cause serious public health problems, conflict with easements, or cause substantial environmental damage or substantially and avoidably injure fish, wildlife, or their habitat (Government Code Section 66473.5); and

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 331 of 337 WHEREAS, the Tentative Tract Map is consistent with the General Plan 2040 and meets the Suburban Neighborhood High land use designation requirements and the development standards outlined in the Suburban Neighborhood 8 (SN -8) zoning district under the Unified Development Code; and

WHEREAS, the Tentative Tract Map will not conflict with easements acquired by the public at large, for access through or use of property within the proposed subdivision, and all required improvements will be constructed to adequately serve the Project. The subdivision will not cause substantial environmental damage or substantially avoidably injure fish, wildlife, or their habitat; and

WHEREAS, the proposed design of the subdivision improvements is not likely to be detrimental to public health, safety, or welfare as adequate sewer, water, and utility systems will be available to serve the resultant residential lots. The parcels will have the necessary infrastructure to adequately serve the proposed development, and all proposed uses consistent with the City’s zoning ordinances and development standards; and

WHEREAS, environmental review for the Project was conducted pursuant to the California Environmental Quality Act (CEQA). A CEQA Consistency Checklist (Case File No. PLAN-ER-25-0019) was prepared to evaluate the Project’s potential environmental effects. The review determined that the Project is consistent with the development assumptions and land use designation analyzed in the certified City of Indio General Plan 2040 Program Environmental Impact Report (SCH No. 2015081021). Pursuant to CEQA Guidelines Section 15183, no further environmental documentation is required; and

WHEREAS, in accordance with Government Code Section 65090, on August 29, 2025, City staff published a legal notice of public hearing in The Desert Sun, the newspaper of record, and mailed notices of public hearing on August 27, 2025, to all property owners within 500 feet of the boundaries of the proposed Project; and

WHEREAS, on September 10, 2025, the Planning Commission held a duly noticed public hearing to consider Tentative Tract Map No. 34468 (Case File No. PLAN-TTM-24- 0002), during which evidence, both written and oral, including the staff report and supporting documents, was presented and considered; and

WHEREAS, following the conclusion of the public hearing and discussion, the Planning Commission recommended approval of this Resolution for Tentative Tract Map No. 34 468 (Case File No. PLAN -TTM-24-0002), subject to the conditions of approval stated herein and as documented in the meeting minutes of the September 10, 2025, Planning Commission meeting.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 332 of 337

NOW, THEREFORE, THE PLANNING COMMISSION OF THE CITY OF INDIO, CALIFORNIA, HEREBY FINDS, DETERMINES AND RESOLVES AS FOLLOWS:

SECTION 1. Incorporation Of Recitals. The Planning Commission hereby specifically finds that all of the facts set forth in the recitals of this Resolution are true and correct and are incorporated into this Resolution by reference and constitute a material part of this Resolution.

SECTION 2 . Environmental Evaluation . Section 6.03.06 of the Unified Development Code states that all “projects” as defined by the California Environmental Quality Act (CEQA) shall be reviewed for compliance with or exemption from CEQA or its Guidelines. Environmental review for the proposed p roject was conducted pursuant to Title 14 of the California Code of Regulations (CEQA Guidelines). A CEQA Consistency Checklist (Case File No. PLAN -ER-25-0019) w as prepared to evaluate the potential environmental impacts of subdividing 5.62 acres into 34 single-family residential lots. The review determined that the project is consistent with the development assumptions and land use designation analyzed in the certified City of Indio General Plan 2040 Program Environmental Impact R eport (SCH No. 2015081021). Based on this analysis, and in accordance with CEQA Guidelines Section 15183, the City has determined that the project would not result in new significant environmental effects or substantially increase the severity of previousl y identified effects. Accordingly, no further environmental documentation is required.

SECTION 3. Map Findings. Based upon the evidence presented at the hearing, including the staff report, the Planning Commission hereby finds and determines the project complies with the necessary findings as required by Indio Municipal Code Chapter 156 and the Subdivision Map Act. The Subdivision Map Act, in Government Code Section 66474, sets forth the findings required for tentative maps and are summarized as follows:

a. Tentative Tract Map No. 34668 (Case File No. PLAN-TTM-24-0002) complies with the Subdivision Map Act.

b. The proposed Tentative Tract Map is consistent with the General Plan 2040 in that the subdivision will create thirty -four (34) single -family residential lots that comply with the Suburban Neighborhood High land use designation and the Suburban Neighborhood 8 (SN-8) zoning standards of the Unified Development Code.

c. The design or improvement of the proposed subdivision is consistent with the General Plan 2040 and the Unified Development Code in that the proposed lots, internal public streets, and associated site improvements conform with the SNH land use designation, SN-8 zoning requirements, and applicable General Plan goals and policies for neighborhood compatibility, housing variety, and infrastructure provision.

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 333 of 337 d. The site is physically suitable for the type of development in that it is relatively flat and surrounded by existing residential uses. Adequate access will be provided via internal public streets connecting to the public street system, and sewer, water, and utility services are available or will be extended to serve the subdivision.

e. The site is physically suitable for the proposed density of development in that the 5.62- acre site supports the planned thirty -four (34) single -family residential lots at a density consistent with the SNH land use designation and SN-8 zoning district standards.

f. The design of the subdivision or the proposed improvements is not likely to cause substantial environmental damage or substantially and avoidably injure fish or wildlife or their habitat in that the site is currently vacant, consists of sandy soils with minimal vegetation, and is surrounded by developed residential uses. There are no watercourses, streams, or wetlands present on the property. The Project is therefore not likely to cause substantial environmental damage and provides no fish or significant wildlife habitat.

g. The design of the subdivision or type of improvements is not likely to cause serious public health problems in that adequate sewer, water, and utility systems will be available to serve the thirty -four (34) resultant lots. Compliance with applicable sta ndards and conditions of approval will prevent the project from being detrimental to public health, safety, or welfare, or materially injurious to properties or improvements in the vicinity.

h. The design of the subdivision or the type of improvements will not conflict with easements acquired by the public at large for access through or use of the property, as public utilities for electricity, water, sewer, telecommunications, and gas service have been reviewed for availability. The subdivision will not conflict with existing or required public easements for access or services.

SECTION 4. Recommendation. Based on the foregoing, the Planning Commission of the City of Indio RECOMMENDS THAT THE CITY COUNCIL APPROVE Tentative Tract Map No. 34468 (Case No. PLAN-TTM-24-0002) with the following conditions of approval:

A. General Conditions of Approval:

The Applicant shall demonstrate full compliance to the following conditions of approval.

The relevant City department or division or outside agency is noted in parentheses in the event that there are questions or additional information needed regarding a cond ition of approval. The Applicant shall adhere to and comply with each of these conditions, as set forth herein, as applicable and when necessary, and in no event later than the issuance of Certificate of Occupancy:

1. Where the term “Applicant” is used herein, this term shall apply also to the Property owner, any developer, or any successor in the interest of the Applicant. (Planning Division)

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 334 of 337

2. Tentative Tract Map No. 34668 (Case File No. PLAN-TTM-24-0002) approval granted by this Resolution shall expire two years after its approval, or as otherwise prescribed by the Subdivision Map Act and City of Indio Unified Development Code. An application for time extension shall be filed at least 45 days before the tentative map is due to expire. The Director of Community Development may grant a one-year administrative extension of time provided that the property is properly maintained and free of vegetation and debris. The City Council may approve additional extensions provided that the total extensions do not exceed the maximum time frames prescribed by the Subdivision Map Act.

3. In the event of any legal challenge, claim, administrative proceeding, or litigation arising from or related to the approval, construction, or operation of the project, including but not limited to any concurrent legislative acts, approvals, agreements or environmental determinations (“Project Approvals and Operations”) the Applicant shall, at its own expense, defend the City, its elected and appointed officials, officers, employees, agents, volunteers and attorneys (“Indemnified Parties”) against such legal challenge, claim, administrative proceeding, or litigation. In addition, the Applicant shall reimburse the City for the City’s cost of defending any such legal challenge, claim, administrative proceeding, or litigation, including, but not limited to, all attorney’s fees (including the City Attorney’s fees), legal costs, expert fees and costs, and all other expenses incurred by the City in connection with the legal challenge, claim, administrative proceeding, or litigation. The Applicant shall indemnify and hold harmless the Indemnified Parties from and against any and all liabilities, claims, damages, losses, judgments, fines, penalties, costs, and expenses (including reasonable attorney's fees and costs) arising from or in connection with the Project Approvals and Operations. This indemnification shall cover all claims, regardless of whether they arise from the negligence of the Indemnified Parties. The Applicant shall cooperate with the City in any such defense as the City may reasonably request and may n ot resolve such challenge without the agreement of the City. The Applicant agrees to hold harmless the Indemnified Parties from any and all claims, damages, losses, and expenses, including but not limited to attorney's fees, arising out of or resulting from the Project Approvals and Operations. This hold harmless obligation shall apply even if the claims, damages, losses, or expenses arise out of the negligence or fault of the Indemnified Parties. If Applicant fails to perform any of the obligations describ ed in this paragraph, the City shall have the right, among other remedies, to revoke the approvals for the Project without any liability to the Applicant.

In order to ensure compliance with this condition, within twenty (20) days after notification by the City, the Applicant shall deposit with the City cash in the amount of ten thousand dollars ($10,000), satisfactory in form to the City Attorney, guaranteeing indemnification or reimbursement to the City of all costs related to any action triggering the obligations of this condition. If the City is required to draw on that cash or security to indemnify or reimburse itself for such costs, the Applicant shall restore the deposit to its original amount within thirty (30) calendar days after notice from the City .

Additionally, if at any time the City Attorney determines that an additional deposit is necessary to secure the obligations of this section, the Applicant shall provide such additional security within thirty (30) calendar days of notice from the City Attorney. City Docusign Envelope ID: E1ADB411-A740-413B-AB4A-3D2F9E0ACACD

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Resolution No. 10520, City Council consideration of Planning Commission ... Page 335 of 337 shall promptly notify the Applicant of any legal challenge, claim, administrative proceeding or litigation to which the above obligations apply and the Applicant shall cooperate fully with the City in the defense.

4. The Applicant shall ensure that development shall occur substantially as shown on the Tentative Tract Map No. 34668 (Case File No. PLAN-TTM-24-0002).

5. The Applicant shall cause to be recorded against the property these and all related conditions of approval with the Riverside County Recorder, within thirty (30) calendar days of the final approval.

6. The Applicant shall, within thirty (30) calendar days after the City Council adopts the Resolution approving Tentative Tract Map No. 34668 (Case File No. PLAN -TTM-24- 0002), submit to the Community Development Director written consent to all of the conditions of approval contained in the Resolution. Tentative Tract Map No. 3 4468 (Case File No. PLAN-TTM-24-0002) shall be void and of no force or effect unless such written consent is submitted to the City within the 30-calendar day period.

Prior to Final Map Approval:

7. Applicant shall submit a copy of the Final Map to the Coachella Valley Water District (CVWD) for their review and shall obtain a clearance letter from CVWD prior to recordation of the Final Map

8. Tentative Tract Map shall be submitted along with the following items:
a. Title Report
b. Soils Report
c. Preliminary Grading Plan (Topo/contours on map)
d. Preliminary Hydrology Report

9. Applicant shall submit for City approval the following items:
a. Final Tract Map
b. Title Report (updated within the last 60 days)
c. Final Map Closure Calculations
d. AutoCAD & GIS Shape Files for Final Tract Map
e. All back-up information for map references (easement documents, maps, etc.)

10. Final Tract Map shall include:
a. Street Names
b. Subdivision Improvement Agreement
c. Improvement Bonds

11. Applicant shall provide a 10-foot public utility easement on both sides of the proposed streets, as well as across the full width of the streets

Docusign Envelope ID: E1ADB411-A740-413B-AB4A-3D2F9E0ACACD

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12. Applicant shall form a Landscape and Lighting Maintenance District for the maintenance of:

a. All interior and exterior common areas including landscaping b. Graffiti abatement for the interior and exterior or the preceding areas. c. Maintenance of the retention basin landscaping.

13. The Landscape and Lighting Maintenance District shall be formed prior to the recordation of the Final Tract Map.

SECTION 5. The Community Development Director shall certify the adoption of this Resolution.

PASSED, APPROVED, and ADOPTED this 10th day of September 2025, by the following vote, to wit:

AYES: Rodriguez Ceja, Franz, Ortiz, Santos, Scarborough-Eckel NOES: None
ABSTAIN: None
ABSENT: None

_____________________________

CHRISTIAN RODRIGUEZ CEJA

PLANNING COMMISSION CHAIRPERSON

ATTEST:

_______________________

PAULINA MENDOZA

COMMISSION SECRETARY
Docusign Envelope ID: E1ADB411-A740-413B-AB4A-3D2F9E0ACACD

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Indio City CouncilOctober 1, 2025

Indio City Council
October 1, 2025