Agenda packet — Rancho Mirage City Council, December 18, 2025 (part 3 of 32)

17.2 Discussion of Impacts
a) Less -than -Significant Impact with Mitigation. As discussed above in Section 17.1.1, Methodologies, roadways in Rancho Mirage must operate at an LOS of D or higher. The TIA (Appendix F) analyzed six traffic conditions, described in detail under 17.1, Setting.

Analysis of Existing (2019) Traffic Conditions, E+P Traffic Conditions, EAP (2023) Traffic Conditions, EAPC (2023) Traffic Conditions, and Horizon Year (2040) With and Without Project Traffic Conditions indicate that the study area intersections are currently operating at an acceptable LOS during one or more of the peak hours.

For E+P Traffic Conditions, EAP (2023) Traffic Conditions, EAPC (2023) Traffic Conditions, and Horizon Year (2040) With and Without Project Traffic Conditions, there are no deficient intersections that require improvement because there are no weekday peak hour queuing issues.

However, for E+P Traffic Conditions, EAP (2023) Traffic Conditions, and Horizon Year (2040) With Project Traffic Conditions, the Highway 1 1 1 and Frank Sinatra Drive study intersection would operate at unacceptable weekend special event 95th percentile traffic flows and therefore would require improvements to northbound lane movements and eastbound lane movements at the Highway 111 and Frank Sinatra Drive intersection (MM-TRA-1; MM-TRA-2). The proposed project would have a less -than -significant impact with mitigation incorporated. The analysis for these conclusions are presented below.

Project Trip Generation
Trip generation represents the amount of traffic which is both attracted to and produced by a development. Determining traffic generation for a specific proposed project is therefore based City of Rancho Mirage
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upon forecasting the amount of traffic that is expected to be both attracted to and produced by the specific land uses being proposed for a given development.

Weekday trip generation rates used to estimate project traffic and a summary of the proposed project's weekday trip generation are shown in Table 17-5, Project Trip Generation Summary - Typical Operations. The weekend special event trip generation summary is shown in Table 17-6, Project Trip Generation Summary - Weekend Special Event. The trip generation rates are based upon data collected by the Institute of Transportation Engineers (ITE) for Multifamily Housing (Low - Rise) (ITE Land Use Code 220) and Quality Restaurant (ITE Land Use Code 931) land uses in their published Trip Generation Manual, 10th Edition, 2017. The ITE Trip Generation Manual does not provide trip generation rates for a venue since the use is very specific. As such, vehicle trips are calculated based on a maximum allowable occupancy of 0.8 per parking space.

Table 17-5. Project Trip Generation Summary - Typical Operations Land Use
ITE LU
Code
Units1
AM Peak Hour
PM Peak Hour
Weekday
Daily
In
Out
Total
In
Out
Total
Project Trip Generation Rates:2
Multifamily House
(Low -Rise)
220
DU

0.11 0.35

0.46 0.35

0.21 0.56

7.32 Quali Restaurantir
931
TSF

0.49 0.24

0.73 5.23

2.57 7.80

83.84 Land Use
Quantity
AM
Peak
Hour
l
PM
Peak
Hour
Weekday
Daily
Units2
In
Out
Total
In
Out
Total
Project Trip Generation Summary:

Ritz -Carlton
Residences
106
DU
11 38
49 37
22 59
776
Sky Mesa
Restaurant

6.966
TSF
3 2
5 36
18 54
586
Internal Capture (50%)3
-2
-1
-3
-18
-9
-27
-294
Total
12 39
51 55
31 86
1,068
Source: Appendix F.

Notes:

DU = Dwelling Units; TSF = Thousand Square Feet.
2 Trip Generation Source: Institute of Transportation Engineers (ITE), Trip Generation Manual, 10th Edition (2017). 3 Internal capture reduction of 50% has been applied as a significant portion of the patrons would be internal to the existing hotel.

Table 17-6. Project Trip Generation Summary - Weekend Special Event Land Use
ITE LU
Code
Units2
Arrival Peak Hour
Departure Peak Hour
In
Out
Total
In
Out
Total
Project Trip Generation Rates: I
Multifamily Housing
Low -Rise)
220
DU

0.35 0.35

0.70 0.35

0.35 0.70
Quality Restaurant
931
TSF

6.30 4.38

10.68 6.30

4.38 10.68
Venue
Not Available
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Land Use
Quantity
Units2
Arrival Peak Hour
Departure Peak
Hour
In
Out
Total
In
Out
Total
Project Trip Generation Summary:

Ritz -Carlton Residences
106
DU
37 37
74 37
37 74
Sky Mesa Restaurant

6.966
TSF
44 31
75 44
31 75
Internal Capture (50%)3
-22
-16
-38
-22
-16
-38
Venue4
381
Spaces
295
10 305
10 295
305
Total
354
62 416
69 347
416
Source: Appendix F.

Notes:
1 Trip Generation Source: Institute of Transportation Engineers (ITE), Trip Generation Manual, 10th Edition (2017). 2 DU = Dwelling Units; TSF = thousand Square Feet
3 Internal capture reduction of 50% has been applied as a significant portion of the patrons would be internal to the existing hotel.
4 Vehicle trips are calculated based on a maximum allowable occupancy of 0.8 per parking space.

As shown on Table 17-5, Project Trip Generation Summary - Typical Operations, the project is anticipated to generate a net total of 1,068 trip -ends per day, 51 AM peak hour trips and 86 PM peak hour trips.

It should be noted that the venue will generate trips outside the weekday AM and PM peak hours. As shown on Table 17-6, Project Trip Generation Summary - Weekend Special Event, the proposed project (special event) is anticipated to generate a net total of 416 weekend peak hour trips.

Project Trip Distribution
The trip distributions have been developed based on past work experience in the vicinity of the project site and refined to reflect the roadway network and the surrounding uses in the vicinity of the project as they exist today. Trip distribution patterns for the proposed project are shown in Appendix F.

Modal Split
Although the use of public transit, walking, and/or bicycling have the potential to reduce project -related traffic, such reductions have not been taken into considerations in this traffic study in order to provide a conservative analysis of the proposed project's potential to contribute to circulation system deficiencies.

Trip Assignment
The assignment of traffic from the proposed project area to the adjoining roadway system is based upon the proposed project trip generation, trip distribution, and the arterial highway and local street system improvements that would be in place by the time of initial occupancy of the proposed project. Based on the identified project traffic generation and trip distribution patterns, proposed project weekday ADT, weekday AM peak hour, and weekday PM peak hour peak hour intersection turning movement volumes are shown in Appendix F. Proposed City of Rancho Mirage
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project (Special Event) weekend arrival and departure peak hour intersection turning movement volumes are also shown in Appendix F.

Cumulative Growth Traffic
Ambient Growth Rate
Future year traffic forecasts have been based upon background (ambient) growth at 8.24 percent (2 percent per year over 4 years) for EAP and EAPC traffic conditions. The ambient growth factor is intended to approximate regional traffic growth. This ambient growth rate is added to existing traffic volumes to account for area -wide growth not reflected by cumulative development projects. Ambient growth has been added to daily and peak hour traffic volumes on surrounding roadways, in addition to traffic generated by the development of future projects that have been approved but not yet built and/or for which development applications have been filed and are under consideration by governing agencies, for EAPC traffic conditions.

Cumulative Development Traffic
California Environmental Quality Act (CEQA) guidelines require that other reasonably foreseeable development projects which are either approved or being processed concurrently in the study area also be included as part of a cumulative analysis scenario. A cumulative project list was developed for the purposes of this analysis through consultation with planning and engineering staff from the City of Rancho Mirage.

Appendix F contains the cumulative development location map, and a summary of cumulative development projects and their proposed land uses are shown. If applicable, the traffic generated by individual cumulative projects was manually added to the Opening Year Cumulative forecasts to ensure that traffic generated by the listed cumulative development projects in Appendix F are reflected as part of the background traffic. Trip generation rates used to estimate cumulative development project traffic and a summary of the cumulative development project's weekday trip generation are shown in Table 17-7, Cumulative Development Project Trip Generation Summary.

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Table 17-7. Cumulative Development Project Trip Generation Summary Land Use
ITE LU
Code
Units'
AM Peak Hour
PM Peak Hour
Weekday
Daily
SAT Peak Hour
In
Out
Total
In
Out
Total
In
Out
Total
Project
Trip Generation
Rates:2
Single -Family Detached
Housing
210
DU

0.19 0.56

0.74 0.62

0.37 0.99

9.44 0.50

0.43 0.93
Hotel
310
Rooms

0.28 0.19

0.47 0.31

0.29 0.60

8.36 0.40

0.32 0.72
Shopping Center
820
TSF

0.58 0.36

0.94 1.83

1.98 3.81

37.75 2.34

2.16 4.50
Land Use
Quantity
Units]
AM
Peak Hour
PM
Peak Hour
_
Weekday
Daily
SAT
Peak Hour
In
Out
Total
In
Out
Total
In
Out
Total
Project
Trip Generation
Summary:

Mirada Villas - SFDU (75%
Built)
9 DU
2 5
7 6
3 9
86 5
4 9
Horizon Pacific Rancho Cove MSA Consulting
Commercial
20,000
TSF
12 7
19 37
40 77
756
47 43
90 Hotel
100
Rooms
28 19
47 31
29 60
836
40 32
72 SFDU
35 DU
6 19
25 22
13 35
332
18 15
33 Total
46 45
91 90
82 172
1,924
105
90 195
Ken Catanzarite - SFDU
20 DU
4 11
15 12
7 19
190
10 9
19 Total
52 61
113
108
92 200
2,200
120
103
223
Source: Appendix F.

Notes:

I DU = Dwelling Units; TSF = Thousand Square Feet.
2 Trip Generation Source: Institute of Transportation Engineers (ITE), Trio Generation Manual, loth Edition (2017).

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Near -Term Traffic Forecasts
The "buildup" approach combines existing traffic counts with a background ambient growth factor to forecast EAP (2023) and EAPC (2023) traffic conditions. An ambient growth factor of 2% per year accounts for background (area -wide) traffic increases that occur over time up to the year 2023 from the year 2019 (compounded 2% per year growth over a 4 -year period).

Proposed project traffic is added to assess both forecast EAP (2023) and EAPC (2023) traffic conditions. Traffic volumes generated by cumulative development projects are not included in the EAP (2023) traffic conditions.

The near -term traffic analysis includes the following traffic conditions, with the various traffic components:
• EAP (2023)
o Existing 2019 volumes
o Ambient growth traffic (8.24%)
• EAPC (2023)
o Existing 2019 volumes
o Ambient growth traffic (8.24%)
o Cumulative Development Traffic
o Typical Weekday or Saturday Special Event Project Traffic The average growth rate is estimated at approximately 3.44%, compounded annually between Existing (2019) and EAPC (2023) traffic conditions. The annual growth rate at each individual intersection is not lower than 3.24% compounded annually to as high as 3.63% compounded annually over the same time period. Therefore, the annual growth rate utilized for the purposes of this analysis would appear to conservatively approximate the anticipated regional growth in traffic volumes in the City of Rancho Mirage for EAPC (2023) traffic conditions, especially when considered along with the addition of project -related traffic.

Horizon Year (2040) Volume Development
Traffic projections for Horizon Year (2040) without proposed project conditions were derived from the Riverside Transportation Analysis Model (RivTAM) using accepted procedures for model forecast refinement and smoothing for study area intersections located within the County of Riverside. The version of the RivTAM used for traffic reflects the local input in the adopted 2016 SCAG RTP within the County of Riverside.

The traffic forecasts reflect the area -wide growth anticipated between Existing (2019) conditions and Horizon Year (2040) traffic conditions. In most instances the traffic model zone structure is not designed to provide accurate turning movements along arterial roadways unless refinement and reasonableness checking is performed. Therefore, the Horizon Year (2040) peak hour forecasts were refined using the model derived long range forecasts, base (validation) year model forecasts, along with existing peak hour traffic count data collected at each analysis location in December 2019. The RivTAM has a base (validation) year of 2012 and City of Rancho Mirage
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a horizon (future forecast) year of 2040. The difference in model volumes (2040-2012) defines the growth in traffic over the 28 -year period.

The refined future peak hour approach and departure volumes obtained from the model output data are then entered into a spreadsheet program consistent with the National Cooperative Highway Research Program (NCHRP Report 255), along with initial estimates of turning movement proportions. A linear programming algorithm is used to calculate individual turning movements which match the known directional roadway segment forecast volumes computed in the previous step. This program computes a likely set of intersection turning movements from intersection approach counts and the initial turning proportions from each approach leg.

Typically, the model growth is prorated and is subsequently added to the existing (base validation) traffic volumes to represent Horizon Year traffic conditions. In an effort to conduct a conservative analysis, reductions to traffic forecasts from either Existing or Opening Year Cumulative traffic conditions were not assumed as part of this analysis. As such, in conjunction with the addition of cumulative projects that are not consistent with the General Plan, additional growth has also been applied on a movement -by -movement basis, where applicable, to estimate reasonable Horizon Year (2040) forecasts. Horizon Year (2040) turning volumes were compared to EAPC (2023) volumes in order to ensure a minimum growth as a part of the refinement process. The minimum growth includes any additional growth between EAPC (2023) and Horizon Year (2040) traffic conditions that is not accounted for by the traffic generated by cumulative development projects and ambient growth rates assumed between Existing (2019) and EAPC (2023) conditions. Adjustments have not been made to study area intersections that may be affected by new future roadway connections, where travel patterns would likely get affected and forecasts may potentially decrease from the EAPC conditions. Future estimated peak hour traffic data was used for new intersections and intersections with an anticipated change in travel patterns to further refine the Horizon Year (2040) peak hour forecasts.

The future Horizon Year (2040) Without Project peak hour turning movements were then reviewed by Urban Crossroads, Inc. for reasonableness, and in some cases, were adjusted to achieve flow conservation, reasonable growth, and reasonable diversion between parallel routes. Flow conservation checks ensure that traffic flow between two closely spaced intersections, such as two adjacent driveway locations, is verified in order to make certain that vehicles leaving one intersection are entering the adjacent intersection and that there is no unexplained loss of vehicles. The result of this traffic forecasting procedure is a series of traffic volumes which are suitable for traffic operations analysis. Post -processing worksheets for Horizon Year (2040) without Project traffic conditions are provided in Appendix F.

E+P Traffic Conditions
This section discusses the traffic forecasts for Existing Plus Project (E+P) traffic conditions and the resulting peak hour intersection operations, traffic signal warrant, and queuing analyses.

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Roadway Improvements
The lane configurations and traffic controls assumed to be in place for E+P conditions are consistent with those shown previously on Exhibit 3-1 in Appendix F, with the exception of the following:
• Project driveways and those facilities assumed to be constructed by the proposed project to provide site access are also assumed to be in place for E+P conditions only (e.g., intersection and roadway improvements at the Project's frontage and driveways).

E+P Traffic Volume Forecasts
This scenario includes Existing traffic volumes plus project traffic. E+P weekday ADT, weekday AM and weekday PM peak hour intersection turning movement volumes are shown on Appendix F. Weekend special event peak hour intersection turning movement volumes are shown in Appendix F, as well.

E+P Intersection Operations Analysis
E+P peak hour traffic operations have been evaluated for the study area intersections based on the analysis methodologies presented in Section 17.1.1 Methodologies of this Initial Study.

The intersection analysis results are summarized in Table 17-8, Intersection Analysis for E+P Conditions, which indicate that there are no intersections operating at an unacceptable LOS with the addition of Project traffic. The intersection operations analysis worksheets for E+P traffic conditions are included in Appendix F.

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Table 17-8. Intersection Analysis for E+P Conditions
#
Intersection
Traffic
Control1
Existing (2019)
E+P
Delay2 (secs.)
Level of Service
Delay2 (secs.)
Level of Service
Weekday
SAT
Weekday
SAT
Weekday
Saturday
Weekday
Saturday
AM
PM
AM
PM
AM
PM
Arr3
Dep3
AM
PM
Arr3
Dep3
1 Frank Sinatra
Dr. and Dwy. 1
--/CSS
Future Intersection

8.5 8.5

8.6 10.3
A
A
A
B
2 Frank Sinatra
Dr. and Dwy. 2
CSS

9.0 9.4

9.7 A
A
A

9.2 10.2

15.5 15.8
A
B
C
C
3 Hwy. 1 1 1 and
Frank Sinatra
Dr.

19.9 19.2

18.1 B
B
B

20.6 20.0

23.0 26.1
C
C
C
C
Source: Appendix F.

Notes:
' Per the Highway Capacity Manual (6th Edition), overall average intersection delay and level of service are shown for intersections with a traffic signal or all way stop control. For intersections with cross street stop control, the delay and level of service for the worst individual movement (or movements sharing a single lane) are shown.
2 CSS = Cross -street Stop; TS = Traffic Signal.
3 Arr = Arrival Peak Hour; Dep = Departure Peak Hour.

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E+P Traffic Signal Warrants Analysis
Traffic signal warrants for E+P traffic conditions are based on planning level (ADT) and peak hour intersection volumes. For E+P traffic conditions, no study area intersections are anticipated to warrant a traffic signal (Appendix F).

E+P Queuing Analysis
A queuing analysis was performed for study area intersections to assess vehicle queues that may potentially impact peak hour operations. Queuing analysis findings are presented in Table 17-9, Peak Hour Queuing Summary for E+P Conditions. It is important to note that lengths are consistent with the measured distance between the intersection and the end of the storage area.

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Table 17-9. Peak Hour Queuing Summary for E+P Conditions #
Intersection
Traffic
ControlI
Existing (2019)
E+P
Delay2 (secs.)
Level of Service
Delay2 (secs.)
Level of Service
Weekday
Weekday
Weekday
Saturday
Weekday
Saturday
AM
PM
SAT
AM
PM
SAT
AM
PM
Arr3
Dep3
AM
PM
Arr3
Dep3
1 Frank Sinatra Dr. and
Dwy. 1
—/CSS
Future
Intersection

8.5 8.5

8.6 10.3
A
A
A
B
2 Frank Sinatra Dr. and
Dwy. 2
CSS

9.0 9.4

9.7 A A A

9.2 10.2

15.5 15.8
A
BC
C
3 Hwy. 111 and Frank
Sinatra Dr.

19.9 19.2

18.1 B B B

20.6 20.0

23.0 26.1
CC
C
C
Intersection
Movement
Available
Stacking
Distance
(Feet)
Existing
(2019)
E+P
95th
Queue
Percentile
(Feet)4
Acceptable?5
95th Percentile Queue
(Feet)4
Acceptable?5
Weekday
Weekday
Weekday
Saturday
Weekday
Saturday
AM
PM
SAT
AM
PM
SAT
AM
PM
Arr3
Dep3
AM
PM
Arr3
Dep3
Frank
Sinatra Dr.
and Dwy. 1
SBL/T
200
Future Intersection
0 0
36 0
Yes
Yes
Yes
Yes
WBL/R
100
46 46
44 89
Yes
Yes
Yes
Yes
Frank
Sinatra Dr.
and Dwy. 2
SBL
220
0 10
10 Yes
Yes
Yes
0 14
9 39
Yes
Yes
Yes
Yes
WBL/R
200
34 28
45 Yes
Yes
Yes
37 34
45 37
Yes
Yes
Yes
Yes
Hwy. 1 1 1
and Frank
Sinatra Dr.

NBL
260
66 59
82 Yes
Yes
Yes
72 1012
3682
118
Yes
Yes
No
Yes
SBR
300
0 0
0 Yes
Yes
Yes
0 0
0 0
Yes
Yes
Yes
Yes
EBL
170
35 60
43 Yes
Yes
Yes
51 70
67 2332
Yes
Yes
Yes
No
EBT/R
270
41 74
51 Yes
Yes
Yes
151
92 101
325
Yes
Yes
Yes
No
Source: Appendix F.

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2 CSS = Cross -street Stop; TS = Traffic Signal.
3 Arr = Arrival Peak Jour; Dep = Departure Peak Hour.
4 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Stacking Distance is acceptable if the required stacking distance is less than or equal to the stacking distance provided. An additional 15 feet of stacking which is assumed to be provided in the transition for turn pockets is reflected in the stacking distance shown on this table, where applicable.

As shown on Table 17-9, Peak Hour Queuing Summary for E+P Conditions, and consistent with Existing (2019) conditions, there are no potential queuing issues anticipated during the weekday peak 95th percentile traffic flows for E+P traffic conditions. However, the following movements are anticipated to exceed the available storage lengths based on the weekend special event 95th percentile peak hour traffic flow:
• Hwy. 1 1 1 and Frank Sinatra Dr. (#3) - NBL movement
• Hwy. 1 1 1 and Frank Sinatra Dr. (#3) - EBL movement
Worksheets for E+P conditions queuing analysis are provided in Appendix F. No improvement strategies have been recommended for study area intersections as there no deficient intersections for E+P traffic conditions. As shown previously on Table 17-9, there are no weekday peak hour queuing issues anticipated at the study area intersections for E+P traffic conditions.

However, it is recommended that the following improvements be implemented to accommodate E+P weekend special event 95th percentile traffic flows (MM-TRA-1, MM-TRA-2).

Therefore, impacts would be less than significant with mitigation incorporated.

EAP (2023) Traffic Conditions
This section discusses the methods used to develop Existing plus Ambient Growth plus Project (EAP) (2023) traffic conditions and the resulting peak hour intersection operations, traffic signal warrant, and queuing analyses.

Roadway Improvements
The lane configurations and traffic controls assumed to be in place for EAP conditions are consistent with those shown in Appendix F, with the exception of the following:
• Project driveways and those facilities assumed to be constructed by the proposed project to provide site access are also assumed to be in place for EAP conditions only (e.g., intersection and roadway improvements at the Project's frontage and driveways).

EAP (2023) Traffic Volume Forecasts
To account for background traffic growth, an ambient growth from Existing conditions of

8.24% (2 percent per year over 4 years, compounded annually) is included for EAP traffic conditions. Cumulative development projects are not included as part of the EAP analysis.

EAP weekday ADT, weekday AM, and weekday PM peak hour intersection turning movement volumes are shown in Appendix F. Weekend special event peak hour intersection turning movement volumes are also shown in Appendix F.

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EAP (2023) Intersection Operations Analysis
EAP peak hour traffic operations have been evaluated for the study area intersections based on the analysis methodologies presented in Section 17.1.1, Methodologies, of this Initial Study.

The intersection analysis results are summarized in Table 17-10, Intersection Analysis for EAP (2023) Conditions, which indicate that there are no intersections operating at an unacceptable LOS with the addition of ambient growth and proposed project traffic. The intersection operations analysis worksheets for EAP traffic conditions are included in Appendix F EAP (2023) Traffic Signal Warrants Analysis
Traffic signal warrants for EAP traffic conditions are based on planning level (ADT) and peak hour intersection volumes. For EAP traffic conditions, no study area intersections are anticipated to warrant a traffic signal (Appendix F).

EAP (2023) Queuing Analysis
A queuing analysis was performed for study area intersections that may potentially impact peak hour operations. Queuing analysis findings are presented in Table 17-11. It is important to note that lengths are consistent with the measured distance between the intersection and the end of the storage area. As shown on Table 17-11 and consistent with Existing (2019) conditions, there are no potential queuing issues anticipated during the peak 95th percentile traffic flows for EAP (2023) traffic conditions. However, the following movements are anticipated to exceed the available storage lengths based on the weekend special event 95th percentile peak hour traffic flow:
• Hwy. 1 1 1 and Frank Sinatra Dr. (#3) - NBL movement
• Hwy. 1 1 1 and Frank Sinatra Dr. (#3) - EBL movement
Worksheets for EAP (2023) conditions queuing analysis are provided in Appendix F.

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Table 17-10. Intersection Analysis for EAP (2023) Conditions #
Intersection
Traffic
Control'
Existing (2019)
EAP (2023)
Delay2 (secs.)
Level of Service
Delay2 (secs.)
Level of Service
Weekday
SAT
Weekday
SAT
Weekday
Saturday
Weekday
Saturday
AM
PM
AM
PM
AM
PM
Arr3
Dep3
AM
PM
Arr3
Dep3
1 Frank Sinatra
Dr. and Dwy. 1
--/CSS
Future Intersection

8.6 8.5

8.7 10.3
A
A
A
B
2 Frank Sinatra
Dr. and Dwy. 2
CSS

9.0 9.4

9.7 A
A
A

9.2 10.3

15.8 16.1
A
B
C
C
3 Hwy. 111 and
Frank Sinatra Dr.

19.9 19.2

18.1 B
B
B

21.5 20.8

24.1 28.3
C
C
C
C
Source: Appendix F.

Notes:

Per the Highway Capacity Manual (6th Edition), overall average intersection delay and level of service are shown for intersections with a traffic signal or all way stop control. For intersections with cross street stop control, the delay and level of service for the worst individual movement (or movements sharing a single lane) are shown.
2 CSS = Cross -street Stop; TS = Traffic Signal.
3 Arr = Arrival Peak Hour; Dep = Departure Peak Hour.

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Table 17-11. Peak Hour Queuing Summary for EAP (2023) Conditions Intersection
Movement
Available
Stacking
Dist.
(Feet)
Existing (2019)
EAP (2023)
95th Percentile
Queue (Feet)'
Acceptable?'
95th Percentile Queue
(Feet)'
Acce•table?2
Weekday
SAT
Weekday
SAT
Weekday
Saturday
Weekday
Saturday
AM
PM
AM
PM
AM
PM
Arr3
Dep3
AM
PM
Arr3
Dep3
Frank
Sinatra Dr.
and D . 1

SBL / R
200
Future Intersection
0 18
27 9
Yes
Yes
Yes
Yes

WBL / R
100
44 44
48 96
Yes
Yes
Yes
Yes
Frank
Sinatra Dr.
and Dwy. 2
SBL
220
0 10
10 Yes
Yes
Yes
10 22
0 33
Yes
Yes
Yes
Yes

WBL / R
200
34 28
45 Yes
Yes
Yes
24 32
54 42
Yes
Yes
Yes
Yes
Hwy. 111
and Frank
Sinatra Dr.

NBL
260
66 59
82 Yes
Yes
Yes
75 1082
3762
1252
Yes
Yes
No
Yes
SBR
300
0 0
0 Yes
Yes
Yes
0 0
39 0
Yes
Yes
Yes
Yes
EBL
170
35 60
43 Yes
Yes
Yes
53 74
70 2382
Yes
Yes
Yes
No

EBT / R
270
41 74
51 Yes
Yes
Yes
62 96
106
330
Yes
Yes
Yes
No
Source: Appendix F.

Notes:
1 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 2 Stacking Distance is acceptable if the required stacking distance is less than or equal to the stacking distance provided. An additional 15 feet of stacking which is assumed to be provided in the transition for turn pockets is reflected in the stacking distance shown on this table, where applicable.
3 Arr = Arrival Peak Hour; Dep = Departure Peak Hour.

City of Rancho Mirage
450
191

Ritz -Carlton Rancho Mirage
Initial Study
December 2024
No improvement strategies have been recommended for study area intersections as there no deficient intersections for EAP (2023) traffic conditions. As shown previously on Table 17-11, there are no weekday peak hour queuing issues anticipated at the study area intersections for EAP (2023) traffic conditions. However, it is recommended that the following improvements be implemented to accommodate EAP (2023) weekend special event 95th percentile traffic flows (MM-TRA-1; MM-TRA-2). Therefore, impacts would be less than significant with mitigation incorporated.

EAPC (2023) Traffic Conditions
This section discusses the methods used to develop Existing Plus Ambient Growth Plus Cumulative Projects Plus Project (EAPC) (2023) traffic conditions and the resulting peak hour intersection operations, traffic signal warrant, and queuing analyses.

Roadway Improvements
The lane configurations and traffic controls assumed to be in place for EAPC conditions are consistent with those shown previously on Exhibit 3-1 in Appendix F, with the exception of the following:
• Project driveways and those facilities assumed to be constructed by the proposed project to provide site access are also assumed to be in place for EAPC conditions only (e.g., intersection and roadway improvements at the proposed project's frontage and driveways).
• Driveways and those facilities assumed to be constructed by cumulative developments to provide site access are also assumed to be in place for EAPC conditions only (e.g., intersection and roadway improvements along the cumulative development's frontages and driveways).

EAPC (2023) Traffic Volume Forecasts
To account for background traffic growth, other known cumulative development projects in the study area were included in addition to an ambient growth from Existing conditions of 8.24% (2 percent per year over 4 years, compounded annually) for EAPC traffic conditions. EAPC weekday ADT, weekday AM, and weekday PM peak hour intersection turning movement volumes, as well as weekend peak hour intersection turning movement volumes are shown in Appendix F.

EAPC (2023) Intersection Operations Analysis
EAPC peak hour traffic operations have been evaluated for the study area intersections based on the analysis methodologies presented in Section 17.1.1, Methodologies, of this Initial Study.

The intersection analysis results are summarized in Table 17-12, Intersection Analysis for EACP (2023) Conditions, which indicate that there are no intersections operating at an unacceptable LOS with the addition of ambient growth, cumulative projects, and proposed project traffic.

The intersection operations analysis worksheets for EAPC traffic conditions is included in Appendix F.

City of Rancho Mirage
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192

Ritz -Carlton Rancho Mirage
Initial Study
December 2024
Table 17-12. Intersection Analysis for EACP (2023) Conditions #
Intersection
Traffic
Controls1
Existing (2019)
EAPC (2023)
Delay2 (secs.)
Level of Service
Delay2 (secs.)
Level of Service
Weekday
SAT
Weekday
SAT
Weekday
Saturday
Weekday
Saturday
AM
PM
AM
PM
AM
PM
Arr3
Dep3
AM
PM
Arr3
Dep3
1 Frank Sinatra Dr.
and Dwy. 1
-- / CSS
Future Intersection

8.6 8.6

8.7 10.4
A
A
A
B
2 Frank Sinatra Dr.

Dwy. 2
CSS

9.0 9.4

9.7 A
A
A

9.3 10.4

16.0 16.3
A
B
C
C
3 Hwy. 1 11 and
Frank Sinatra Dr.

19.9 19.2

18.1 B
B
B

21.7 21.3

24.9 30.5
C
C
C
C
Source: Appendix F.

Notes:

City of Rancho Mirage
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Ritz -Carlton Rancho Mirage
Initial Study
December 2024
EAPC (2023) Traffic Signal Warrants Analysis
Traffic signal warrants for EAPC traffic conditions are based on planning level (ADT) and peak hour intersection volumes. For EAPC traffic conditions, no study area intersections are anticipated to warrant a traffic signal (Appendix F).

EAPC (2023) Queuing Analysis
A queuing analysis was performed for study area intersections that may potentially impact peak hour operations. Queuing analysis findings are presented in Tablel7-13, Peak Hour Queuing Summary for EAPC (2023) Conditions. It is important to note that lengths are consistent with the measured distance between the intersection and the end of the storage area. As shown on Table 17-13, Peak Hour Queuing Summary for EAPC (2023) Conditions, and consistent with Existing (2019) conditions, there are no potential queuing issues anticipated during the peak weekday 95th percentile traffic flows for EAPC (2023) traffic conditions. However, the following movements are anticipated to exceed the available storage lengths based on the weekend special event 95th percentile peak hour traffic flow:
• Hwy. 1 1 1 and Frank Sinatra Dr. (#3) - NBL movement
• Hwy. 1 1 1 and Frank Sinatra Dr. (#3) - EBL movement
Worksheets for EAPC (2023) conditions queuing analysis are provided in Appendix F.

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Initial Study
December 2024
Table 17-13. Peak Hour Queuing Summary for EAPC (2023) Conditions Intersection
Movement
Available
Stacking
Dist.
(Feet)
Existing (2019)
EAPC (2023)
95th Percentile
Queue (Feet)'
Acceptable?'
95th Percentile Queue
(Feet)'
Acceptable?2
Weekday
SAT
Weekday
SAT
Weekday
Saturday
Weekday
Saturday
AM
PM
AM
PM
AM
PM
Arr3
Dep3
AM
PM
Arr3
Dep3
Frank Sinatra Dr.
and Dwy. 1

SBL / R
200
Future Intersection
9 0
30 0
Yes
Yes
Yes
Yes

WBL / R
100
44 45
43 79
Yes
Yes
Yes
Yes
Frank Sinatra Dr.
and Dwy. 2
SBL
220
0 10
10 Yes
Yes
Yes
0 0
21 34
Yes
Yes
Yes
Yes

WBL / R
200
34 28
45 Yes
Yes
Yes
28 29
40 48
Yes
Yes
Yes
Yes
Hwy. 111 and
Frank Sinatra Dr.

NBL
260
66 59
82 Yes
Yes
Yes
77 1132
33792
1312
Yes
Yes
No
Yes
SBR
300
0 0
0 Yes
Yes
Yes
0 0
0 0
Yes
Yes
Yes
Yes
EBL
170
35 60
43 Yes
Yes
Yes
57 862
822
2512
Yes
Yes
Yes
No

EBT / R
270
41 74
51 Yes
Yes
Yes
64 99
109
336
Yes
Yes
Yes
No
Source: Appendix F.

Notes:
1 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 2 Stacking Distance is acceptable if the required stacking distance is less than or equal to the stacking distance provided. An additional 15 feet of stacking which is assumed to be provided in the transition for turn pockets is reflected in the stacking distance shown on this table, where applicable. 3 Arr = Arrival Peak Hour; Dep = Departure Peak Hour.

City of Rancho Mirage
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195

Ritz -Carlton Rancho Mirage
Initial Study
December 2024
No improvement strategies have been recommended for study area intersections as there no deficient intersections for EAPC (2023) traffic conditions. As shown previously on Table 17-13, Peak Hour Queuing Summary for EAPC (2023) Conditions, there are no weekday peak hour queuing issues anticipated at the study area intersections for EAPC (2023) traffic conditions.

However, it is recommended that the following improvements be implemented to accommodate EAPC (2023) weekend special event 95th percentile traffic flows (MM-TRA-1; MM-TRA-2). Therefore, impacts would be less than significant with mitigation incorporated.

Horizon Year (With and Without Project) (2040) Traffic Analysis This section discusses the methods used to develop Horizon Year Without and With Project and the resulting intersection operations, traffic signal warrants, and queuing analysis.

Roadway Improvements
The lane configurations and traffic controls assumed to be in place for Horizon Year conditions are consistent with those shown previously on Exhibit 3-1 in Appendix F, with the exception of the following:
• Project driveways and those facilities assumed to be constructed by the proposed project to provide site access are also assumed to be in place for Horizon Year With Project conditions only (e.g., intersection and roadway improvements at the Project's frontage and driveways).
• Driveways and those facilities assumed to be constructed by cumulative developments to provide site access are also assumed to be in place for Horizon Year conditions only (e.g., intersection and roadway improvements along the cumulative development's frontages and driveways).

Horizon Year Without Project Traffic Volume Forecasts
This scenario includes the refined post -process volumes obtained from the RivTAM (see Appendix F for a detailed discussion on the post -processing methodology). The weekday ADT, weekday AM, and weekday PM peak hour volumes which can be expected for Horizon Year (2040) Without Project traffic conditions, as well as the weekend peak hour intersection turning movement volumes are shown in Appendix F.

Intersection Operation Analysis
LOS calculations were conducted for the study intersections to evaluate their operations under Horizon Year (2040) Without Project conditions with roadway and intersection geometrics consistent with Existing conditions. As shown in Table 17-14, Intersection Analysis for Horizon Year (2020) Conditions, no study area intersections are anticipated to operate at unacceptable levels of service under Horizon Year (2040) Without and With Project conditions. With the addition of proposed project traffic, no additional study area intersections are anticipated to operate at unacceptable levels of service.

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Initial Study
December 2024
Table 17-14. Intersection Analysis for Horizon Year (2040) With and Without Project Conditions #
Intersection
Traffic
Controls1
2040 Without Project
2040 With Project
Delay2 (secs.)
Level of Service
Delay2 (secs.)
Level of Service
Weekday
SAT
Weekday
SAT
Weekday
Saturday
Weekday
Saturday
AM
PM
AM
PM
AM
PM
Arr3
Dep3
AM
PM
Arr3
Dep3
1 Frank Sinatra Dr.
and Dwy. 1
— / CSS
Future Intersection

8.6 8.6

8.7 10.4
A
A
A
B
2 Frank Sinatra Dr.

Dwy. 2
CSS

9.1 9.7

10.0 A
A
B

9.3 10.5

16.3 16.7
A
B
C
C
3 Hwy. 1 11 and
Frank Sinatra Dr.

22.7 22.6

20.3 C
C
C

23.2 23.2

27.1 34.1
C
C
C
C
Source: Appendix F.

Notes:

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December 2024
The intersection operations analysis worksheets for Horizon Year (2040) Without Project conditions are included in Appendix F of this Initial Study. The intersection operations analysis worksheets for Horizon Year (2040) With Project conditions are included in Appendix F of this Initial Study.

Traffic Signal Warrants Analysis
A traffic signal warrant analysis was performed at the unsignalized driveways for Horizon Year (2040) Without and With Project traffic conditions. No study area intersections are anticipated to warrant a traffic signal under Horizon Year (2040) Without and With Project traffic conditions.

Traffic signal warrants worksheets for Horizon Year (2040) Without and With Project conditions are provided in Appendix F.

Queuing Analysis
A queuing analysis was performed for the study area intersections to assess vehicle queues along the roadways. Horizon Year (2040) Without and With Project queuing analysis findings are presented in Table 17-15, Peak Hour Queuing Summary for Horizon Year (2040) Conditions.

As shown on Table 17-15, Peak Hour Queuing Summary for Horizon Year (2040) Conditions, no intersection turning movements are anticipated to experience periodic queuing issues during one or both peak hours based on the weekday and weekend 95th percentile peak hour traffic flows for Horizon Year (2040) Without Project.

With the addition of proposed project traffic, no intersection turning movements are anticipated to experience periodic queuing issues during one or both peak hours based on the weekday 95th percentile peak hour traffic flows. However, the following movements are anticipated to exceed the available storage lengths based on the weekend special event 95th percentile peak hour traffic flow:
• Hwy. 111 and Frank Sinatra Dr. (#3) - NBL movement
• Hwy. 1 1 1 and Frank Sinatra Dr. (#3) - EBL movement
Worksheets for Horizon Year (2040) Without and With Project conditions queuing analysis are provided in Appendix F. The study area intersections are anticipated to operate at an acceptable LOS for Horizon Year (2040) Without Project conditions. The study area intersections are anticipated to continue to operate at an acceptable LOS with the addition of proposed project traffic. As such, no improvements have been recommended for Horizon Year (2040) traffic conditions.

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Table 17-15. Peak Hour Queuing Summary for Horizon Year (2040) Conditions Intersection
Movement
Available
Stacking
Dist.
(Feet)
2040 Without Project
2040 With Project
95th Percentile
Queue (Feet)'
Acceptable?'
95th Percentile Queue
(Feet)'
Acceptable?2
Weekday
SAT
Weekday
SAT
Weekday
Saturday
Weekday
Saturday
AM
PM
AM
PM
AM
PM
Arr3
Dep3
AM
PM
Arr3
Dep3
Frank Sinatra
Dr. and Dwy.
1 SBL / R
200
Future Intersection
10 24
37 15
Yes
Yes
Yes
Yes

WBL / R
100
47 49
46 89
Yes
Yes
Yes
Yes
Frank Sinatra
Dr. and Dwy.
2 SBL
220
0 0
14 Yes
Yes
Yes
0 10
14 51
Yes
Yes
Yes
Yes

WBL / R
200
31 36
40 Yes
Yes
Yes
37 31
44 46
Yes
Yes
Yes
Yes
Hwy. 111
and Frank
Sinatra Dr.

NBL
260
75 68
97 Yes
Yes
Yes
83 1212
3922
1462
Yes
Yes
No
Yes
SBR
300
0 0
0 Yes
Yes
Yes
0 0
43 0
Yes
Yes
Yes
Yes
EBL
170
46 75
51 Yes
Yes
Yes
61 972
74 2462
Yes
Yes
Yes
No
EBT/R
270
48 89
75 Yes
Yes
Yes
68 107
115
343
Yes
Yes
Yes
No
Source: Appendix F.

Notes:
' 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 2 Stacking Distance is acceptable if the required stacking distance is less than or equal to the stacking distance provided. An additional 15 feet of stacking which is assumed to be provided in the transition for turn pockets is reflected in the stacking distance shown on this table, where applicable. 3 Arr = Arrival Peak Hour; Dep = Departure Peak Hour.

City of Rancho Mirage
458
199

Ritz -Carlton Rancho Mirage
Initial Study
December 2024
As shown previously on Table 17-15, there are no weekday peak hour queuing issues anticipated at the study area intersections for Horizon Year (2040) traffic conditions. However, it is recommended that the following improvements be implemented to accommodate Horizon Year (2040) With Project Traffic Conditions weekend special event 95th percentile traffic flows (MM-TRA- 1; MM-TRA-2). Therefore, impacts would be less than significant with mitigation incorporated. b) Less -than -Significant Impact. On June 18, 2020, the City adopted its own set of VMT thresholds and guidelines titled Transportation Analysis Policy for the City of Rancho Mirage (City VMT Guidelines). The guidelines were updated on February 18, 2021 by the City to remain consistent with County and State policies regarding criteria for determining the significance of transportation impacts of projects. The City VMT Guidelines Section I.A, Project Screening, provides details on appropriate screening thresholds that can be used to identify when a proposed land use project is anticipated to result in a less than significant impact without conducting a more detailed VMT analysis. Screening thresholds are broken into three types:
• Project Type Screening
• Low VMT Area Screening
• Transit Priority Area (TPA) Screening
A land use project need only meet one of the above screening thresholds to result in a less -than - significant impact. Refer to Appendix F2 for additional details regarding VMT screening thresholds.

The proposed 6,273 square foot restaurant within the Sky Mesa Recreation Area component of the proposed project is well within the 50,000 square foot threshold for local serving retail and anticipated to provide an additional dining option to hotel guests and the local community.

The swimming pool and adjacent open space within the Sky Mesa Recreation Area are also expected to be complementary components to hotel guests and would therefore also meet the intent of the local serving screening criteria. Therefore, the Sky Mesa Recreation Area meets the Project Type Screening criteria and impacts would be less than significant.

The Ritz Carlton Residences component of the proposed project would not be deemed as a local serving use, and would generate daily vehicle trips in excess of the 110 trips per day threshold for project type screening as described in the City VMT Guidelines. It also does not meet the Low VMT Area or Transit Priority Area Screening criteria. Therefore, further analysis of potential VMT impacts is provided.

Project Generated VMT
The Riverside Transportation Analysis Model (RIVTAM) is a useful tool to estimate VMT as it considers interaction between different land uses based on socio-economic data such as population, households, and employment. The City Guidelines state that both proposed project generated VMT and proposed project effect on VMT should be calculated for the traffic analysis zone (TAZ) in which the proposed project is located.

Proposed project generated VMT was calculated using the City of Rancho Mirage General Plan Update version of RIVTAM, with adjustments to socio-economic data. As detailed in City of Rancho Mirage
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Appendix F2, the proposed project generated VMT per resident is calculated to be 8.60 for baseline conditions.

The thresholds of significance used to measure a potential VMT impact are described by project type in Section I.B., Thresholds of Significance, of the City VMT Guidelines. Thresholds for determination of significant transportation impact for residential uses are described as VMT per resident which is:
• 15 percent below the Citywide per resident VMT, OR
• 15 percent below the regional VMT per resident.

As the City is currently still in development of their Citywide per resident VMT value for purposes of determining a proposed project generated VMT impact, the regional VMT per resident value (15.2) was utilized instead. At 8.60 VMT per resident, the proposed project generated VMT per resident would not exceed the City's threshold of 15 percent below the regional VMT per resident. Proposed project generated VMT is less than significant.

Project Effect on VMT
Consistent with City VMT Guidelines Section I.B., VMT Analysis for Non -Screened Projects, in addition to project generated VMT, there is also a requirement to evaluate a project's effect on VMT. A project's effect on VMT is calculated using the "boundary method", which includes all vehicle trips with one or both trip -ends within the designated boundary of interest (e.g., the City of Rancho Mirage). As detailed in Appendix F2 and shown on Table 17-16, the proposed project is not forecast to cause an increase in citywide VMT per service population as compared to without the proposed project. Therefore, impacts would be less than significant.

Table 17-16. Rancho Mirage Citywide Vehicle Miles Travelled per Service Population Cumulative Year 2040
Without Project
Cumulative Year 2040 With
Project
Population
26,821
27,049
Employment
21,694
21,694
Service Population
48,515
48,733
Vehicle Miles Travelled
838,759
840,179
Vehicle Miles Travelled per Service
Population

17.29 17.22
Source: Appendix F2.
c) Less -than -Significant Impact. All proposed project circulation improvements would be designed and constructed to City standards, and therefore, would not result in design hazards.

Site access improvements are shown on Figure 17-2. Therefore, it would not increase hazards due to an incompatible use, and impacts would be less than significant. d) Less -than -Significant Impact. Fire apparatus access throughout the development would include roads that meet the Fire Code requirements for width, grade, clearance, dead-end length, and turnarounds. Therefore, the proposed project's access is considered consistent with City Fire Code requirements. Impacts to emergency access would be less than significant.

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17.3 Mitigation Measures:

MM-TRA-1
Hwy. 111 and Frank Sinatra Dr. (#3) - Prior to operation of the proposed project, the Applicant shall increase the turn lane capacity from 260' to 400' for the North Bound Lane movement.

MM-TRA-2 Hwy. 111 and Frank Sinatra Dr. (#3) - Prior to operation of the proposed project, the Applicant shall increase turn lane capacity from 170' to 250' for the East Bound Lane movement.

City of Rancho Mirage
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Initial Study
December 2024
Intentionally left blank
City of Rancho Mirage
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203

SOURCE: Urban Crossroads 2020
DUDEK
FIGURE 17-1
Traffic Impact Analysis (TIA) Study Intersections
Ritz -Carlton Rancho Mirage Initial Study
463 _

Ritz -Carlton Rancho Mirage
Initial Study
December 2024
Intentionally left blank
City of Rancho Mirage
464
205

SOURCE: Urban Crossroads 2020
LEGEND:
s = STOP SIGN
• = EXISTING LANE
= LANE IMPROVEMENT
DUDEK
Ritz -Carlton
Resort

ON -SITE TRAFFIC SIGNING AND STRIPING SHOULD BE

IMPLEMENTED IN CONJUNCTION WITH DETAILED
CONSTRUCTION PLANS FOR THE PROJECT SITE.

SIGHT DISTANCE AT EACH PROJECT ACCESS POINT

SHOULD BE REVIEWED WITH RESPECT TO STANDARD

CALTRANS AND CITY OF RANCHO MIRAGE SIGHT

DISTANCE STANDARDS AT THE TIME OF PREPARATION

OF FINAL GRADING, LANDSCAPE AND STREET
IMPROVEMENT PLANS.

FRANK SINATRA DRIVE IS A NORTH -SOUTH ORIENTED

ROADWAY LOCATED ALONG THE PROJECT'S WESTERN
BOUNDARY. FRANK SINATRA DRIVE APPEARS TO BE

CURRENTLY CONSTRUCTED AT ITS ULTIMATE
FULL -SECTION WIDTH AS A LOCAL STREET (60 -FOOT

RIGHT-OF-WAY) BETWEEN THE PROJECT'S NORTHERN
AND SOUTHERN BOUNDARIES.

Frank Sinatra Dr. &
Dwy. 1
Recreation
Frank Sinatra Dr. &
Dwy. 2
FIGURE 17-2
Site Adjacent Roadway and Site Access Recommendations
465
Ritr-Carlton Rancho Mirage IS/MND

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Intentionally left blank
City of Rancho Mirage
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18. TRIBAL CULTURAL RESOURCES
TRIBAL CULTURAL RESOURCES —
Would the project cause a
substantial adverse change in the
significance of a tribal cultural
resource, defined in Public Resources
Code section 21074 as either a site,
feature, place, cultural landscape that
is geographically defined in terms of
the size and scope of the landscape,
sacred place, or object with cultural
value to a California Native American
tribe, and that is:

Potentially
Significant
Impact
Less Than
Significant
with
Mitigation
Incorporation
Less Than
Significant
Impact
No
Impact
a)
Listed or eligible for listing in the
California Register of Historical
Resources, or in a local register
of historical resources as defined
in Public Resources Code section
5020.1(k), or
b)
A resource determined by the
lead agency, in its discretion and
supported by substantial
evidence, to be significant
pursuant to criteria set forth in
subdivision (c) of Public
Resources Code Section 5024.1.

In applying the criteria set forth
in subdivision (c) of Public
Resource Code Section 5024.1,
the lead agency shall consider
the significance of the resource to
a California Native American
tribe?
0 18.1 Setting
The Residences at Ritz Carlton portion of the project site was previously included in a cultural resources survey completed by CRM TECH in 2006. The 2006 study consisted of a historical/archaeological resources records search, historical background research, Native American consultation, and a systematic field survey. The records search determined that a segment of a prehistoric trail has been recorded in 1979 as extending into the 39 -acre area covered in the 2006 study, however a field survey revealed that the segment of the original trail was no longer extant. The 2006 study concluded that there were no cultural resources in the area surveyed, and no evidence of archaeological deposits were found during the monitoring program.

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An updated historical/archaeological resources survey was prepared by CRM TECH in September of 2019. The 2019 study includes a survey and analysis on both the proposed Residences at Ritz Carlton and Sky Mesa Recreational Area, updates to the 2006 records search and the historical background research, further consultation with Native American representatives, and a systematic field survey at intensive and reconnaissance levels as appropriate. This section is based upon the 2019 Historical/Archaeological Resources Survey (cultural report) prepared by CRM TECH in September 2019.

The cultural report is included as Appendix C to this Initial Study. Background and methodologies regarding the cultural resources analysis are found in Appendix C.

18.2 Discussion of Impacts
a) Less -than -Significant Impact with Mitigation Incorporated. Refer to Section 5, Cultural Resources, for a discussion on historical resources. Impacts would be less than significant with the incorporation of mitigation measure MM-CUL-1 and MM-CUL-2. b) Less -than -Significant Impact with Mitigation Incorporated. On November 21, 2021, pursuant to Senate Bill (SB (18) and Assembly Bill (AB) 52, the City sent letters initiating consultation processes to tribal groups identified by the NAHC as having or potentially having traditional lands or cultural places located within the boundaries of the City and/or have formally requested notification under AB 52. To date, the City has received the following responses:
• The Quechan Indian Tribe responded on December 1, 2021, deferring to other tribes. • The Morongo Band of Mission Indians responded on January 26, 2022, indicating that the proposed project is not located within their traditionally affiliated boundaries and encouraged consultation with other tribes.
• The Agua Caliente Band of Cahuilla Indians (ACBCI) responded on January 24, 2022, requested formal consultation under AB 52. The City engaged in government to government consultation with ACBCI concerning tribal cultural resources. On March 1, 2022, ACBCI sent a letter to the City stating that their concerns have been addressed and formally concluded AB 52 consultation.

As a result of consultation, the City has determined that potentially significant impacts to tribal cultural resources would be reduced to a level below significance with the incorporation of mitigation measures MM-CUL-1 and MM-CUL-2.

18.3 Mitigation Measures
MM-CUL-1 Prior to the issuance of a grading permit or ground disturbing activities, the Applicant/Owner shall enter into a Tribal Cultural Resources Agreement and Repatriation Agreement with Agua Caliente Band of Cahuilla Indians (ACBCI). The purpose of the agreement shall be to formalize protocols and procedures between the Applicant/Owner and the Tribe for protection, treatment, and repatriation of Native American human remains, funerary objects, cultural and /or religious, ceremonial items, and other Tribal Cultural resources.

A Qualified Archaeologist, meeting the Secretary of the Interior's Professional Qualification Standards, and an ACBCI Native American monitor shall be present for City of Rancho Mirage
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initial ground -disturbing activities associated with the current proposed project- that may occur in areas of native soil. Both the Qualified Archaeologist and ACBCI Native American monitors may temporally halt or divert ground disturbing activities if potential archaeological or Tribal Cultural resources are discovered during construction activities. stop ground -disturbing activities in order to assess any discoveries in the field.in -le even unan icipa ed discoveries are made. Tle moni ors may sop ground dis urbing ac ivi ies in order -o assess any discoveries in -he le d.

In the event that archaeological resources (sites, features, or artifacts) are exposed during construction activities for the proposed project, all construction work occurring within 50 feet of the find shall immediately stop until a Qualified Archaeologist can evaluate the significance of the find and determine whether additional study is warranted. Depending on the significance of the find under the California Environmental Quality Act (CEQA) and the CEQA Guidelines (California Public Resources Code, Section 21082; 14 CCR 15064.5(f)), the Qualified Archaeologist may exhaust the data potential of the find through the process of field level recordation and then allow work to continue. Isolates are clearly non -significant archaeological resources as determined by the Qualified archaeologist, in consultation with the Native American monitor) will be minimally documented in the field. -If the discovery proves significant under CEQA, additional work such as preparation of an archaeological treatment plan, testing, or data recovery may be warranted. In the event that curation of archaeological resources is required by the superseding regulatory agency, curation shall be conducted by an approved local facility in Riverside County, and curation shall be guided by California State Historical Resources Commission's Guidelines for the Curation of Archaeological Collections.

The Applicant/Owner shall be responsible for all curation costs and provide the City written documentation from the curation facility that the curation have been completed.

If Naive American c Tribal Cultural resources (i.e., prehistoric or ethnohistoric-period artifacts, food remains, or features associated with Native Americans) are exposed during proposed project -related ground disturbance, the actions identified by the Agua Caliente Band of Cahuilla Indians in a preexisting agreement for unanticipated discovery shall be followedcon-ac-ed. This agreement may require group sha be as<ed -o provide ie serv.ces o a ra'ned the Native American Monitor to return to site consu -an- to monitor ground -disturbing work in the area containing the Native American cultural resources. This monitoring would occur on an as -needed basis and would be intended to ensure that Native American concerns are taken into account during the construction process.

MM-CUL-2 If human remains are discovered during construction of the proposed project, California Health and Safety Code, Section 7050.5, states that further disturbances and activities shall stop in any area or nearby area suspected to overlie remains, and the County Coroner shall be contacted. No further excavation or disturbance of the site or any nearby area reasonably suspected to overlie adjacent remains shall occur until the County Coroner has determined, within two working days of notification of discovery, the appropriate treatment and disposition of the human remains.

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Pursuant to California Public Resources Code, Section 5097.98, if the remains are thought to be Native American, the County Coroner will notify the Native American Heritage Commission, which will then notify the most likely descendent. At this time, the person who discovered the remains will contact the City of Rancho Mirage (City) so that they may work with the most likely descendent on the respectful treatment and disposition of the remains. Further provisions of the California Public Resources Code, Section 5097.98, are to be followed as applicable.

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19. UTILITIES AND SERVICE SYSTEMS

UTILITIES AND SERVICE SYSTEMS -
Would the project:

Potentially
Significant
Impact
Less Than
Significant
with
Mitigation
Incorporation
Less Than
Significant
Impact
No Impact
a) Require or result in the
relocation or construction of
new or expanded water,
wastewater treatment, or storm
water drainage, electric power,
natural gas, or
telecommunications facilities,
the construction or relocation of
which could cause significant
environmental effects?
❑
b) Have sufficient water supplies
available to serve the project
and reasonably foreseeable
future development during
normal, dry, and multiple dry
years?
❑
><
❑
c) Result in a determination by the
wastewater treatment provider,
which serves or may serve the
project that it has adequate
capacity to serve the project's
projected demand in addition to
the provider's existing
commitments?
❑
❑
/1
d) Generate solid waste in excess
of State or local standards, or in
excess of the capacity of local
infrastructure, or otherwise
impair the attainment of solid
waste reduction goals?
X
❑
e) Comply with federal, state, and
local management and
reduction statutes and
regulations related to solid
waste?
❑
I
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19.1 Setting
According to The Lodge at Rancho Mirage Hotel Expansion Project 2006 DEIR, the project site is located the boundaries of the following providers: Coachella Valley Water District (CVWD), Southern California Edison (SCE), the Southern California Gas Company (SCG). The City contracts with Burrtec for waste and recycling services. Additionally, telephone service is provided to the proposed project by Verizon, and cable television service is provided by Spectrum. Both Verizon and Spectrum have facilities located in the proposed project vicinity and on the existing hotel property that can be extended to serve the proposed project.

The facilities, infrastructure, and capacity of each of these service providers to provide services to the proposed project are discussed below.

A portion of this section is based upon the Drainage Study prepared by Tory R. Walker Engineering in September 2019. The Drainage Study is included as Appendix D to his Initial Study. Background and methodologies regarding the drainage analysis are found be Appendix D.

19.2 Discussion of Impacts
a, b, c) Less -than -Significant Impact.

Water
The CVWD would provide domestic water services to the proposed project (City of Rancho Mirage 2017). The CVWD's service area encompasses approximately 640,000 acres within Riverside County and in portions of northern Imperial and northeastern San Diego counties (CVWD 2016). As of 2015, the CVWD's domestic water system provided approximately 93,000 acre-feet of water per year to 212,871 residents through 107,358 active meters (CVWD 2016).

According to the City's General Plan - Public Services and Facilities Element, all drinking or domestic water comes from the Whitewater River Subbasin, which is shared by the CVWD, the Desert Water Agency (DWA), Myoma Dunes Mutual Water Company, the cities of Indio and Coachella, and multiple private groundwater producers (CVWD 2016). The CVWD domestic water system serving Rancho Mirage includes 57 wells and nine reservoir tanks (City of Rancho Mirage 2017). The average urban water use in Coachella Valley by CVWD was 800 gallons per day (gpd) per connection (City of Rancho Mirage 2017). In 1964, the DWA estimated that approximately 28.8 million acre-feet (AF) of water was stored in Whitewater River subbasin.

The proposed project totals 236,748 square feet, or approximately 5.5 acres. According to CaIEEMod calculations provided in Appendix AAopendix A-1, the proposed project is anticipated to use approximately 21 Mgal/year, equivalent to 64.5 AF per year (1 Mgal =

3.07 AF). The proposed project's projected water demand would not exceed the 28.8 million AF capacity of the Whitewater River Subbasin (CVWD 2016) and the proposed project would be aligned with the projected water demands for Coachella Valley (Table 19-1, Water Demand Projections).

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The proposed project would be adequately served by the CVWD and the proposed project would not require or result in the relocation or construction of new or expanded water facilities.

Therefore, impacts would be less than significant.

Table 19-1. Water Demand Projections
2015
2025
2035
2045
Total Urban Water
Demand (AFY)
263,200
348,900
440,800
539,300
Source: CVWMP 2012.

Wastewater
The CVWD would provide sewer services to the proposed project (City of Rancho Mirage 2017).

Existing sewer lines 6- to 10 -inches in diameter would serve the project site (City of Rancho Mirage 2017). The CVWD wastewater reclamation system collects and treats approximately

18.3 million gallons per day (MGD). There are five water reclamation plants (WRP) that are owned and operated by the CVWD (CVWD 2019). Rancho Mirage is served by the closest WRP, located on 43-000 Cook Street, Palm Desert, Riverside County, California 92211 (CVWD 2019).

This WRP treatment facility provides a secondary level of wastewater treatment and has a design capacity of 150,000 gallons per day (gpd), and the existing average influent flow is 20,000 gpd (CVWD 2019).

According to the City's General Plan Public Services and Utility Element, approximately 6.3 billion gallons of wastewater are treated yearly and the CVWD would be able to increase its wastewater treatment capacity as the Coachella Valley's population grows. As discussed in Section 14, Population and Housing, the proposed project is not anticipated to substantially increase population in Coachella Valley because it would expand existing hotel facilities and would not construct permanent homes. The proposed project is not anticipated to require or result in the relocation of construction of new or expanded wastewater facilities. The influent flows as reported in the 2019 Sanitary Sewer Management Plan are approximately 20,000 gpd, which is well below the treatment capacity of 150,000 gpd. Additionally, there are current expansion and improvement plants to the wastewater collection system and reclamation plants, which would increase the system's capacity to treat wastewater (City of Rancho Mirage 2017).

Therefore, wastewater generation from the proposed project would be adequately served by existing treatment facilities and infrastructure and impacts would be less than significant.

Stormwater
The proposed project would develop a site with existing hardscape and engineered drainage facilities. While the proposed project would alter the amount of impervious surfaces on the project site compared to the existing condition, the increase would not be substantial. The proposed project would include landscaped areas that would allow for infiltration. The site would be designed to mimic existing drainage patterns and would not substantially alter the existing drainage pattern such that it would necessitate the construction of new stormwater drainage facilities. Therefore, impacts would be less than significant.

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Electric, Natural Gas, and Telecommunication Facilities Southern California Edison (SCE) provides electric power services to the City (City of Rancho Mirage 2017). Southern California Gas (SCG) provides natural gas services to the City (City of Rancho Mirage 2017). Multiple companies, such as AT&T and Spectrum, provide telecommunication services to the City (City of Rancho Mirage 2017).

Construction
As discussed in Section 6, Energy, temporary electric power would be used during construction for as -necessary lighting and electric equipment. A substantial amount of natural gas would not be required during the construction phase of the proposed project. Petroleum usage via diesel usage from generated trips during construction would consume 15,773 gallons of gasoline and 108,282 gallons of diesel over the construction period, which is negligible when compared to the 44.62 billion gallons of petroleum that would be consumed in California over the course of the construction period.

Operation
Energy consumption for proposed project operation are presented in the CaIEEMod outputs in Appendix AAppendix A-1. According to these estimations, the proposed project would consume approximately 1,999,034 kilowatt-hours (kWh) per year during operation. For comparison, in 2017 the total residential and non-residential electricity demand in Riverside County was 16,256,705,411 kWh (CEC 2018). Although not accounted for in the modeling, energy consumption of the proposed project would also be reduced through installation of high -efficiency lighting. For these reasons, electricity consumption during operation would not be considered substantial enough to warrant new or expanded electrical facilities.

Proposed project operation would require natural gas for various purposes, including water heating, natural gas appliances and energy generator routing testing. Natural gas consumption associated with operation is based on the CaIEEMod outputs (see Appendix AAppendix A-1). According to these estimations, the proposed project would consume approximately 4,330,242 kilo -British Thermal Units (kBtu) per year. For comparison, in 2017 the non-residential natural gas use within Riverside County was 39,844,317,732 kBtu (CEC 2018).

Since the proposed project would comply with applicable Title 24 requirements the proposed project would not require a substantial amount of natural gas that would require new or expanded facilities.

Petroleum use would increase during proposed project operation as a result of residences, restaurant customers, venue attendees, deliveries, and employees commuting to the site, although the use would not be substantial and would diminish over time due to efficiency increases.

Summary
The proposed project would connect to existing electric, natural gas, and telecommunication lines and facilities within and adjacent to the project site. The proposed project does not propose uses that would be expected to generate an excessive need for these facilities such that construction or relocation would be required. Therefore, impacts would be less than significant.

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d) Less -than -Significant Impact: The proposed project would produce waste during construction and operation, typical of a normal hotel expansion development. The proposed project does not include any uses that would otherwise generate excessive solid waste during either construction or the operational life of the proposed project. Construction would be a short-term and a temporary source of waste. Operation would result in a long-term source for solid waste (per the project's CaIEEMod output, the project is estimated to generate approximately 191 tons of solid waste per year).

The City contracts Burrtec to manage and dispose of solid waste (City of Rancho Mirage 2017).

The solid waste would be taken to Edom Hill Transfer Station, located in Cathedral City approximately 3 miles north of the City of Rancho Mirage (City of Rancho Mirage 2017). The Edom Hill transfer station has a maximum permitted throughput of 3,500 tons per day and a permitted capacity of 3,500 tons per day for general waste (City of Rancho Mirage 2017). The solid waste is transferred from Edom Hill transfer station to Lamb Canyon Sanitary Landfill, which has a maximum permitted throughput of 500 tons per day, a maximum permitted capacity of approximately 38 million cubic yards, and a remaining capacity of approximately 19 million cubic yards (CalRecycle n.d.a.). Given the estimated remaining capacity and the continued state and local efforts and regulations to reduce waste streams to landfills, the proposed project would be adequately served by existing landfills. Impacts would be less than significant. d) No Impact: During construction and operation, the proposed project would be required to comply with applicable federal, state, and local regulations regarding the proper disposal of solid waste, including the City of Rancho Mirage Municipal Code as it relates to solid waste and recycling. Therefore, no impact would occur.

19.3 Mitigation Measures
No mitigation measures required.

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20. WILDFIRE
WILDFIRE — If located in or near
state responsibility areas or lands
classified as very high fire hazard
severity zones, would the project:

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

20.1 Setting
The project site is not located in or near state responsibility areas (SRA), and near lands are also not located in or near SRAs. The project site is located within a local responsibility area (LRA). According to Exhibit 27 of the City's General Plan Safety Element, the project site is located within a moderate fire threat zone and is adjacent to a high fire threat zone (City of Rancho Mirage 2017). However, the City's General Plan Safety Element also notes that "the historical record indicates that the wildland fire hazard in Rancho Mirage is relatively low" (City of Rancho Mirage 2017)

20.2 Discussion of Impacts:
a) No Impact. The City of Rancho Mirage operates an Emergency Preparedness Commission that provides resources to reduce future disaster damages and enhance disaster City of Rancho Mirage
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preparedness, response, and recovery (City of Rancho Mirage n.d.b.). Additionally, the City of Rancho Mirage participates in the Riverside County Multi -Jurisdictional Hazard Mitigation Plan (MJHMP) (City of Rancho Mirage 2017). The City of Rancho Mirage has two main evacuation routes, I-10 and Highway 111 (City of Rancho Mirage 2017). Multiple fire hazard goals, policies and programs presented in the general plan would establish emergency preparedness and procedure in the case of wildfires. The proposed project would not impair access to identified evacuation routes, as discussed in Section 17 Transportation. The proposed project would not substantially impair adopted emergency responses plans or emergency evacuation plans and therefore there would be no impact. b) Less -than -significant Impact. As discussed earlier, the project site is not located in or near an SRA and is located within a moderate fire threat zone (City of Rancho Mirage 2017). The project site is not located within the Santa Ana Wildfire Threat Index map, and therefore proposed project occupants would not be exposed to potential pollutant concentrations originating from uncontrolled spread of wildfire due to prevailing Santa Ana Winds (Santa Ana Wildfire Treat Index n.d.a.). All fire protection codes present in the City of Rancho Mirage's municipal code would be adhered to and would lessen potential exposure of proposed project occupants to pollutants resulting from wildfire spread. Therefore, impacts would be less than significant. c) Less -than -significant Impact. The proposed project would not require the installation or maintenance of associated infrastructure (such as roads, fuel breaks, emergency water sources, power lines, or other utilities) that may exacerbate fire risks or that may result in temporary or ongoing impacts to the environment. As discussed in Section 19, Utilities and Service Systems, the proposed project would connect to existing infrastructure. New inlet roads would be constructed as part of the proposed project and would follow all setback and fire code regulations established by the City of Rancho Mirage and the County of Riverside.

Therefore, impacts would be less than significant.
d) Less -than -significant Impact. As discussed in Section 10, Hydrology and Water Quality, the proposed project would not be located within a 100 -year flood hazard area (City of Rancho Mirage 2017). Additionally, although the proposed project would increase the amount of impervious surface at the site compared to existing conditions, this increase would not be significant. According to Exhibit 24 of the City's General Plan Safety Element, the project site is located in an area where "numerous rock falls and landscapes expected to occur during an earthquake" (City of Rancho Mirage 2017); however, compliance with the City's General Plan policies and the California Building Code (CBC) (discussed in Section 7, Geology and Soils) would mitigate the potential landslide impacts to a level less than significant. Therefore, the proposed project would not expose people or structures to significant risks, including downslope or downstream flooding or landsides, as a result of runoff, post -fire slope instability, or drainage changes. Impacts would be less than significant.

20.3 Mitigation Measures:

No mitigation measures required.

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21. MANDATORY FINDINGS OF SIGNIFICANCE

MANDATORY FINDINGS OF

SIGNIFICANCE
Potentially
Significant
Impact
Less Than
Significant
with
Mitigation
Incorporation
Less Than
Significant
Impact
No Impact
a) Does the project have the
potential to substantially
degrade the quality of the
environment, substantially
reduce the habitat of a fish or
wildlife species, cause a fish or
wildlife population to drop
below self-sustaining levels,
threaten to eliminate a plant or
animal community, substantially
reduce the number or restrict
the range of a rare or
endangered plant or animal or
eliminate important examples of
the major periods of California
history or prehistory?
❑
❑
/1
b) Does the project have impacts
that are individually limited, but
cumulatively considerable?
("Cumulatively considerable"
means that the incremental
effects of a project are
considerable when viewed in
connection with the effects of
past projects, the effects of
other current projects, and the
effects of probable future
projects)?
❑
❑
/1
c) Does the project have
environmental effects, which will
cause substantial adverse
effects on human beings, either
directly or indirectly?
❑
❑
/1

21.1 Discussion of Impacts
a) Less -than -Significant Impact with Mitigation Incorporated. As discussed in Section 4, Biological Resources, the proposed project would cause potential significant impacts to special status wildlife. However, with incorporation of MM-B1O-1 through MM-B1O-b, all potentially significant City of Rancho Mirage
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impacts would be reduced to a level below significance. The proposed project would not substantially degrade the quality of the environment as it would be developed in land that has already been graded. Additionally, the proposed project would not substantially degrade the quality of the environment, impact fish or wildlife species, or plant communities.

As discussed in Section 5, Cultural Resources, potential impacts regarding inadvertent discovery of cultural resources could occur during construction of the proposed project. However, implementation of MM-CUL-1 and MM-CUL-2 would ensure that impacts would be less then significant. Overall, impacts would be less than significant with the incorporation of mitigation. b) Less -than -Significant Impact with Mitigation Incorporated. As provided in the analysis of this Initial Study, the proposed project would not result in significant impacts to aesthetics, agriculture and forestry resources, air quality, biological resources, cultural resources, energy, geology and soils, geology and soils, greenhouse gas emissions, hazards and hazardous materials, hydrology and water quality, land use and planning, mineral resources, noise, population and housing, public services, recreation, transportation, tribal cultural resources, utilities and service systems, and wildfire. Mitigation measures recommended for biological resources, cultural resources, traffic, geology and soils, and noise would reduce impacts to below a level of significance.

The proposed project would incrementally contribute to cumulative impacts for projects occurring within the City. With mitigation, however, implementation of the proposed project would not result in any residual significant impacts that could contribute to a cumulative impact. In addition, other related projects would presumably be bound by their applicable lead agency to (1) comply with the all applicable federal, state, and local regulatory requirements; and (2) incorporate all feasible mitigation measures, consistent with CEQA, to further ensure that their potentially cumulative impacts would be reduced to less -than - significant levels.

In the absence of residually significant impacts, the incremental accumulation of effects would not be cumulatively considerable and would be less than significant with incorporation of mitigation. c) Less -than -Significant Impact with Mitigation Incorporated. The potential for adverse direct or indirect impacts to human beings was considered throughout the above analysis in this Initial Study. Based on this evaluation, there is no substantial evidence that construction or operation of the proposed project with the proposed mitigation measures incorporated would result in a substantial adverse effect on human beings.

21.2 Mitigation Measures
Refer to MM-B1O-1 through MM-B1O-6, MM-CUL-1, MM-CUL-2, MM-NO1-1, MM-TRA-1, and MM-TRA-2.

Table 21.2-1: Mitigation Monitoring and Reporting Program Mitigation Measure
Responsible
Agency
Timing
Verificatio
n
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AESTHETICS
N/A

AGRICULTURAL RESOURCES
N/A

AIR QUALITY
MM-AQ-1 Construction Equipment - Use of Tier
Project
Prior to and
4 Engines Prior to the commencement of
Applicant, City
during
construction activities for the pro'ect, the applicant
of Rancho
pro'ect
shall require its construction contractor to use
Mirage- Planning
constructio
California Air Resources Board ,CARE, -certified Tier
Division
n
4 engines for all diesel -powered equipment pieces
that are 75 horsepower or greater throughout all
phases of construction.

In the event of changed circumstances (e.g.,
changes in the availability of specific types of
construction equipment), the applicant may submit
a recuest to the City to apply an equivalent
method of achieving pro'ect-generated
construction emissions that fall below the numeric
cancer risk standards established by the South
Coast Air Quality Management District SCAQMD).

Documentation using industry -standard emission
estimation methodologies shall be furnished to the
City demonstrating that estimated pro'ect-
generated construction emissions would not
exceed the applicable SCAQMD cancer risk
threshold with the alternate construction
method (s). If the documentation demonstrates that
pro'ect-generated construction emissions will
remain below the applicable SCAQMD cancer risk
threshold, then the City may approve the alternate
construction method(s), at the City's discretion.

Required construction equipment fleet and
methodologies approved by the City shall be
included in the contract specifications for the
applicant's construction contractor.

BIOLOGICAL RESOURCES
MM-BIO-1: Coachella Valley Multiple Species
Habitat Conservation Plan Fee Payment. As a
Project
Applicant, City
Prior to
constructio
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signatory to the Coachella Valley Multiple Species
Habitat Conservation Plan, the City of Rancho
Mirage shall require a local development mitigation
fee prior to the issuance of building permits for the
proposed use on the project site at the rates
applicable at the time of payment of the fee as set
forth in the most recent fee schedule. The project
applicant shall be required to provide
documentation to the City of Rancho Mirage
confirming the payment of the local development
mitigation fee.
of Rancho
Mirage-
Building/Plannin
g Division,
Coachella
Valley
Conservation
Commission
n and
issuance of
grading
permit
MM-BIO-2: Coachella Valley Multiple Species
Project
During
Habitat Conservation Plan Land Use Adjacency
Applicant, City
project
Guidelines. The project applicant shall implement
of Rancho
constructio
the following Land Use Adjacency Guidelines
Mirage- Planning
n and
(Coachella Valley Multiple Species Habitat
Conservation Plan [CVMSHCP], Section 4.5) to
Division,
Coachella
operation
minimize and avoid indirect effects from
Valley
Conservation
development adjacent to conservation areas (i.e.,
Commission
Santa Rosa and San Jacinto Mountains
Conservation Area), where applicable:
• Drainage: Proposed
Development adjacent to or
within a Conservation Area
shall incorporate plans to
ensure that the quantity and
quality of runoff discharged to
the adjacent Conservation
Area is not altered in an
adverse way when compared
with existing conditions.

Stormwater systems shall be
designed to prevent the
release of toxins, chemicals,
petroleum products, exotic
plant materials, or other
elements that might degrade
or harm biological resources or
ecosystem processes within the
adjacent Conservation Area.
• Toxics: Land uses proposed
adjacent to or within a
Conservation Area that use
chemicals or generate
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•
•
bioproducts such as manure that
are potentially toxic or may
adversely affect wildlife and
plant species, habitat, or water
quality shall incorporate
measures to ensure that
application of such chemicals
does not result in any discharge
to the adjacent Conservation
Area.

Lighting: For proposed
development adjacent to or
within a Conservation Area,
lighting shall be shielded and
directed toward the developed
area. Landscape shielding or
other appropriate methods shall
be incorporated in project
designs to minimize the effects
of lighting adjacent to or within
the adjacent Conservation
Area in accordance with the
guidelines to be included in the
Implementation Manual. The
City of Rancho Mirage and
Project proponent shall avoid or
limit the use of artificial lighting
at night during the hours of dawn
and dusk when many wildlife
species are most active and
ensure use of LED lighting with a
correlated color temperature of
3,000 Kelvins or less.

Noise: Proposed development
adjacent to or within a
Conservation Area that
generates noise in excess of 75
A -weighted decibels sound
equivalent level hourly shall
incorporate setbacks, berms, or
walls, as appropriate, to
minimize the effects of noise on
the adjacent Conservation
Area in accordance with the
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•
•
guidelines to be included in the
Implementation Manual.

Invasives: Invasive, non-native
plant species shall not be
incorporated in the landscape
for land uses adjacent to or
within a Conservation Area.

Landscape treatments within or
adjacent to a Conservation
Area shall incorporate native
plant materials to the maximum
extent feasible; recommended
native species are listed in
Table 4-112 [CVMSHCP, Section

4.5.5]. The plants listed in Table
4-113 shall not be used within or
adjacent to a Conservation
Area. This list may be amended
from time to time through a
Minor Amendment with Wildlife
Agency Concurrence.

Barriers: Land uses adjacent to
or within a Conservation Area
shall incorporate barriers in
individual project designs to
minimize unauthorized public
access, domestic animal
predation, illegal trespass, or
dumping in a Conservation
Area. Such barriers may include
native landscaping,
rocks/boulders, fencing, walls
and/or signage. Existing fencing
separating the Big Horn Reserve
Land (i.e., adjacent
Conservation Area) from the
proposed Proect site was
previously installed to prevent
Peninsular bighorn sheep from
entering and grazing on the Ritz
Carlton Hotel property i.e.,
Project). The project shall
maintain a fence, or functionally
equivalent structure throughout
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the lifetime of the project.

Therefore, necessary barriers i.e.,
fencing) is currently in place.
• Grading/Land Development:

Manufactured slopes
associated with site
development shall not extend
into adjacent land in a
Conservation Area.

MM-BIO-3: Nesting Birds. To maintain compliance
with the Migratory Bird Treaty Act and California Fish
and Game Code, regardless of the time of year, if
Project
Applicant, City
of Rancho
Mirage Planning
Divissioio ns, a
Qualified
Biologist
Three days
prior to
initiation of
ground
disturbing
activities
ground -disturbing and/or vegetation clearance
activities are scheduled to occur during -le avian
nes-ing season (-yp'ca =ebruary ' 5 -iroug�
y
Augus- 31), a biologist shall conduct a -
qualified pre
construction nesting bird survey within the project
impact footprint and a 500 -foot buffer where legal
access is granted around the disturbance footprint.

Surveys shall be conducted within 3 days prior to
initiation of ground -disturbing activities.

If an active nest is detected during the nesting bird
survey, avoidance buffers shall be implemented as
determined by a qualified biologist (typically 300
feet for passerines and 500 feet for raptors and
special -status species). The buffer shall be of a
distance to ensure avoidance of adverse effects to
the nesting bird by accounting for topography,
ambient conditions, species, nest location, and
activity type. All nests shall be monitored as
determined by the qualified biologist until nestlings
have fledged and dispersed or it is confirmed that
the nest has been unsuccessful or abandoned. The
qualified biologist shall halt all construction activities within proximity to an active nest if it is determined
that the activities are harassing the nest and may
result in nest abandonment or take. The qualified
biologist shall also have the authority to require
implementation of avoidance measures related to
noise, vibration, or light pollution if indirect impacts are resulting in harassment of the nest.

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MM-B1O-4: Burrowing Owl. Pre -construction surveys
for burrowing owls shall be completed within areas of
suitable habitat (Le., flatter portions of the site) in accordance with the Staff Report on Burrowing Owl
Mitigation (CDFG 2012), with the first survey no less
than 14 days prior to initiation of project -related
activities, and the second within 24 hours of project-
related activities. If burrowing owls or— active
Project
Applicant, City
of Rancho
Mirage- Planning
Division, a
Qualified
Biologist
The first
survey no
less than 14
days prior to
initiation of
project -
related
activities,
and the
second
within 24
hours of
project -
related
activities.
burrowing owl burrows areis detected, -the qualified
biologist shall coordinate with CDFW and prepare a
Burrowing Owl Plan that shall be submitted to CDFW
and USFWS for review and approval prior to
commencing Project activities. The Burrowing Owl
Plan shall describe proposed avoidance,
minimization, mitigation, and monitoring actions. The
Burrowing Owl Plan shall include the number and
location of occupied burrow sites, acres of burrowing
owl habitat that will be impacted, details of site
monitoring, and details on proposed buffers and
other avoidance measures if avoidance is proposed.

If impacts to occupied burrowing owl habitat or
burrow cannot be avoided, the Burrowing Owl Plan
shall also describe minimization and relocation
actions that will be implemented. Proposed
implementation of burrow exclusion and closure
should only be considered as a last resort, after all
other options have been evaluated as exclusion is not
in itself an avoidance, minimization, or mitigation
method and has the possibility to result in take. If
impacts to occupied burrows cannot be avoided,
information shall be provided regarding ad'acent or
nearby suitable habitat available to owls along with
proposed relocation actions. The Project proponent
shall implement the Burrowing Owl Plan following
CDFW and USFWS review and approval. within 500
•ee- o- -le impac• -oo-prin-, avoidance and
rninimiza-ion measures sna be impemen-ed in
accordance wi -1 io Staff Report on Burrowing Owl
Mitigation or agreed upor by --e Ca' -ornio
guide'-les
Deparmen- o • =is -1 and W. d' •e, 'nc ud'ng
'mp cmen-a 'o -I o• a -ion d's-urbance bu cr and
rnoni or 'lg o le nes -o ensure ac ' v - es are no
adverse a cc-ing lc nos lc w' occur
y . pro'ec
w -lir is zone, -ion wor: mus occur ou s'do •-lo
nos 'ng seasor, or un ' i- can bo siown -ha- -ho b'rds
lave irisged nes ing, a- whicl
poin passivc
re oca ion may occur.

City of Rancho Mirage
487
228

MM-BIO-5: General Avoidance and Minimization
Measures. The following avoidance and
minimization measures shall be implemented during
project construction activities:
• To prevent inadvertent entrapment of
special -status wildlife during
construction, all excavated steep -
walled holes or trenches more than 2
feet deep shall be covered with
plywood or similar materials at the close
of each working day, or be provided
with one or more escape ramps
constructed of earth fill or wooden
planks. Before such holes or trenches
are filled, they shall be thoroughly
inspected for trapped wildlife. If
trapped animals are observed, escape
ramps or structures shall be installed
immediately to allow escape.

MM-BIO-6: Desert Tortoise. Because the project is
located outside of a Conservation Area but within
the 50,272 acres of naturally occurring desert
tortoise habitat anticipated to be impacted under
the Coachella Valley Multiple Species Habitat
Conservation Plan, the project applicant shall notify
the U.S. Fish and Wildlife Service 45 days prior to the issuance of a grading permit to allow for the
potential salvage of adult tortoises within this
notification time period.

Project
Applicant, City
of Rancho
Mirage -
Planning Division,
Project
Applicant, City
of Rancho
Mirage- Planning
Division, and a
Qualified
Biologist
Ritz -Carlton Rancho Mirage
Initial Study
December 2024
During
constructio
n
45 days
prior to the
issuance of
a grading
permit

CULTURAL RESOURCES
MM-CUL-1: Prior to the issuance of a grading
permit or ground disturbing activities, the
Applicant/Owner shall enter into a Tribal Cultural
Resources Agreement and Repatriation
Agreement with Agua Caliente Band of Cahuilla
Indians ,ACBCI). The purpose of the agreement
shall be to formalize protocols and procedures
between the Applicant/Owner and the Tribe for
protection, treatment, and repatriation of Native
American human remains, funerary ob'ects,
cultural and /or religious, ceremonial items, and
other Tribal Cultural resources. A Qualified
Archaeologist, meeting the Secretary of the
Project
Applicant, City
of Rancho
Mirage -
Planning Division,
A Qualified
Archaeologist, a
Native American
monitor
During
project
constructio
n
City of Rancho Mirage
488
229

Ritz -Carlton Rancho Mirage
Initial Study
December 2024
Interior's Professional Qualification Standards, and
an ACBCI Native American monitor shall be present
for initial ground -disturbing activities associated
with the current proposed project that may occur
in areas of native soil. Both the Qualified
Archaeologist and ACBCI Native American
monitors may temporally halt or divert ground
disturbing activities if potential archaeological or
Tribal Cultural resources are discovered during
construction activities in order to assess any
discoveries in the field. in -le event uran-ic'pa-ed
discoveries are made. The monitors may stop
ground -disturbing activities in order to assess any
discoveries in the field.

In the event that archaeological resources (sites,
features, or artifacts) are exposed during
construction activities for the proposed project, all
construction work occurring within 50 feet of the
find shall immediately stop until a Qualified
Archaeologist can evaluate the significance of
the find and determine whether additional study is
warranted. Depending on the significance of the
find under the California Environmental Quality
Act (CEQA) and the CEQA Guidelines (California
Public Resources Code, Section 21082; 14 CCR
15064.5(f)), the Qualified Archaeologist may
exhaust the data potential of the find through the
process of field level recordation and then allow
work to continue. Isolates are clearly non-
significant archaeological resources as
determined by the Qualified archaeologist, in
consultation with the Native American monitor
will be minimally documented in the field. If the
discovery proves significant under CEQA,
additional work such as preparation of an
archaeological treatment plan, testing, or data
recovery may be warranted. In the event that
curation of archaeological resources is required
by the superseding regulatory agency, curation
shall be conducted by an approved local facility
in Riverside County, and curation shall be guided
by California State Historical Resources
Commission's Guidelines for the Curation of
Archaeological Collections. The Applicant/Owner
shall be responsible for all curation costs and
provide the City written documentation from the
City of Rancho Mirage
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Ritz -Carlton Rancho Mirage
Initial Study
December 2024
curation facility that the curation have been
completed.

If Naive American c Tribal Cultural resources (i.e.,
prehistoric or ethnohistoric-period artifacts, food
remains, or features associated with Native
Americans) are exposed during proposed project -
related ground disturbance, the actions identified
by the Agua Caliente Band of Cahuilla Indians in a
preexisting agreement for unanticipated discover
shall be followedco--ac ed. This agreement may
require group sga be as<ed -o provide ie services
of a trained the Native American Monitor to return
to the site consu -an- to monitor ground -disturbing
work in the area containing the Native American
cultural resources. This monitoring would occur on
an as -needed basis and would be intended to
ensure that Native American concerns are taken
into account during the construction process.

MM-CUL-2: If human remains are discovered during
construction of the proposed project, California
Health and Safety Code, Section 7050.5, states that
further disturbances and activities shall stop in any
area or nearby area suspected to overlie remains,
and the County Coroner shall be contacted. No
further excavation or disturbance of the site or any
nearby area reasonably suspected to overlie
adjacent remains shall occur until the County
Coroner has determined, within two working days
of notification of discovery, the appropriate
treatment and disposition of the human remains.

Pursuant to California Public Resources Code,
Section 5097.98, if the remains are thought to be
Native American, the County Coroner will notify the
Native American Heritage Commission, which will
then notify the most likely descendent. At this time,
the person who discovered the remains will contact
the City of Rancho Mirage (City) so that they may
work with the most likely descendent on the
respectful treatment and disposition of the remains.

Further provisions of the California Public Resources
Code, Section 5097.98, are to be followed as
applicable.

Project
Applicant, City
of Rancho
Mirage, A
Qualified
Archaeologist,
County Coroner
(if applicable)
During
project
constructio
n

GEOLOGY AND SOILS
N/A

GREENHOUSE GAS EMISSIONS
City of Rancho Mirage
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231

Ritz -Carlton Rancho Mirage
Initial Study
December 2024
N/A

HAZARDS AND HAZARDOUS MATERIALS
N/A

HYDROLOGY AND WATER QUALITY
N/A

LAND USE AND PLANNING
NIA

MINERAL RESOURCES
N/A
NOISE
MM-NO1-1: During proposed project construction,
the applicant shall require that vibratory rollers,
Project Applicant,
City of Rancho
Mirage- Planning
Division
During project
construction
large -loaded trucks and dozers, or 'ackhammers
(greater than 80,000 pounds) shall not be used
within 7550 feet of occupied sensitive receptors
locations R2 through R5a o-ig `le er-ire sou -icrn
ihc. Instead, small rubber -tired or
proper'y
alternative equipment shall be used within this
area during proposed project construction to
reduce vibration effects. If all mobile equipment
used during proposed project construction are less
than 80,000 pounds, then the 7550 foot buffer
mitigation is not required.

POPULATION AND HOUSING
N/A

PUBLIC SERVICES
N/A

RECREATION
N/A

TRANSPORTATION/TRAFFIC
MM-TRA-1: Hwy. 111 and Frank Sinatra Dr. (#3) -
Prior to operation of the proposed project, the
Applicant shall increase the turn lane capacity
from 260' to 400' for the North Bound Lane
movement.

Project Applicant,
City of Rancho
Mirage- City
Engineer
Prior to
operation
MM-TRA-2: Hwy. 111 and Frank Sinatra Dr. (#3) - Prior
to operation of the proposed project, the Applicant
shall increase turn lane capacity from 170' to 250' for the East Bound Lane movement.

Project Applicant,
City of Rancho
Mirage- City
Engineer
Prior to
operation

TRIBAL CULTURAL RESOURCES
City of Rancho Mirage
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232

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See MM-CUL-1 and -MM-CUL-2 above.

UTILITIES AND SERVICE SYSTEMS
N/A
City of Rancho Mirage
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233

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CHAPTER 3: REFERENCES
CalRecycle. n.d.a. SWIS Facility Detail - Lamb Canyon Sanitary Landfill. Accessed March 2020. https://www2.calrecycle.ca.gov/SolidWaste/Site/Summary/2368 CARB (California Air Resources Board). 2000. Risk Reduction Plan to Reduce Particulate Matter Emissions from Diesel -Fueled Engines and Vehicles. October 2000. Accessed September 2019. http://www.arb.ca.gov/diesel/documents/rrpfinal.pdf .

CARB. 2018. "Glossary of Terms Used in Greenhouse Gas Inventories." June 22, 2018. Accessed September 2019. htto:// www.arb.ca.cov/cc/inventory/faq/aha inventory glossary.htm.

CARB. 2022. California Greenhouse Gas Emissions for 2000 to 2020 trends of Emissions and Other Incidents. https://ww2.arb.ca.gov/sites/default/files/classic/cc/inventory/2000- 2020_ghg_inventory_trends.pdf
CARB. 2022e. California Air Resources Board 2022 Scoping Plan —Appendix D, Local Actions.

November 2022. Accessed January 2023. https://ww2.arb.ca.gov/sites/default/files/2022- 1 1 /2022-sp-appendix-d-local-actions.pdf.

CEC (California Energy Commission). 2018. California Energy Consumption Database. Accessed January 2019. http://www.ecdms.energy.ca.gov/ .

City of Rancho Mirage. n.d.a. City of Rancho Mirage Fire Department webpage. Accessed February 2020. https://ranchomirageca.gov/our-city/city-departments/fire/ .

City of Rancho Mirage n.d.b. (Util)
City of Rancho Mirage. 2002. City of Rancho Mirage Municipal Code - Title 17.18.050 Exterior, glare, heat, and light. Accessed February 2020.

City of Rancho Mirage. 2005. City of Rancho Mirage General Plan Update - Final Environmental Impact Report. Adopted October 2005. Accessed January 2020. https://ranchomirageca.gov/wp-content/uploads/2019/01 /General-Plan-Update-Final- Environmental-Impact-Report-October-2005-condensed.pdf.

City of Rancho Mirage. 2006. The Lodge at Rancho Mirage Hotel Expansion Project Draft Environmental Impact Report. Adopted June 2006. Accessed January 2020.

City of Rancho Mirage. 2013. City of Rancho Mirage Land Use and Zoning Map. Adopted August 2013. Accessed February 2020. https://ranchomirageca.gov/wp- content/uploads/2019/01 /Zoning-Map-without-40th-Year-Logo.pdf.

City of Rancho Mirage. 2017. City of Rancho Mirage General Plan - 2017 Update. Adopted November 2017. https://ranchomirageca.gov/our-city/city-departments/planning/general-plan/ .

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City of Rancho Mirage. 2021. City of Rancho Mirage Municipal Code. Current through September 2021. Accessed November 2021. https://www.qcode.us/codes/ranchomirage/ .

City of Rancho Mirage. 2022. City of Rancho Mirage General Plan - 6th Cycle (2021-2019) Housing Element. https://ranchomirageca.gov/wp-content/uploads/2022/12/Adopted-and-Certified- Housing-Element.pdf.

CVMSHCP (Coachella Valley Multiple Species Habitat Conservation Plan). n.d.a. CVMSHCP Fact Sheet.

Accessed March 2020. http://www.cvmshcp.org/doc/Fact%20Sheet%20CVMSHCP.pdf .

CVMSHCP. 2016. CVMSHCP Chapter 4 - Establishment of the MSHCP Reserve System. Adopted August 2016. Accessed March 2020. http://www.cvmshcp.org/Plan` 7o20Documents/ 1 1.`7o20CVAG`7o20MSHCP`7o20PIan%o20Section%204.0.pdf.

CVWD (Coachella Valley Water District). 2016. 2015 Urban Water Management Plan Final Report.

Published July 2016. Accessed February 2020.
https://www.cvwd.org/ArchiveCenter/ViewFile/Item/516 .

CVWD. 2019. Coachella Valley Water District - Sanitary Sewer Management Plan. Approved December 2019. Accessed February 2020. https://www.cvwd.org/DocumentCenter/ View/ 1012/Coachella-Valley-W ater-District---Sewer-System-Ma nagement-Pla n-Fi nal-Draft- SSMP-PDF?bidld=.

DOC (Department of Conservation). 2007. Updated Mineral Land Classification Map for Portland Cement Concrete -Grade Aggregate in the Palm Springs Production -Consumption (P -C) Region, Riverside County, California. Published 2007. Accessed March 2020.

DOC. 2016. California Important Farmland Finder. Accessed June 2020. https://maps.conservation.ca.gov/ dlrp/ciff/.

EPA (U.S. Environmental Protection Agency). 2016. Integrated Science Assessment for Oxides of Nitrogen -Health Criteria (2016 Final Report). U.S. EPA, EPA/600/R-15/068, 2016.

EPA (2023) Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2021. U.S. Environmental Protection Agency, EPA 430-R-23-002. https://www.epa.gov/ghgemissions/inventory-us- greenhouse-gas-emissions-andsinks-1990-2021 FEMA (Federal Emergency Management Agency). n.d. FEMA Flood Map Service. Accessed March 2020. https://msc.fema.gov/portal/home .

IPCC (Intergovernmental Panel on Climate Change). 2007. Climate Change 2007: The Physical Science Basis. Contribution of Working Group I to the Fourth Assessment Report of the Intergovernmental Panel on Climate Change [Solomon, S., D. Qin, M. Manning, Z. Chen, M.

Marquis, K.B. Averyt, M. Tignor and H.L. Miller (eds.)]. Cambridge University Press, Cambridge, United Kingdom and New York, NY, USA, 996 pp. Accessed September 2019. http://www.ipcc.ch/pdf/assessment-report/ar4/wg 1 /ar4_wg 1 _full_report.pdf.

City of Rancho Mirage
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Initial Study
December 2024
OEHHA (Office of Environmental Health Hazard Assessment). 2015. Air Toxics Hot Spots Program Risk Assessment Guidelines Guidance Manual for Preparation of Health Risk Assessments 2015.

February 2015. Accessed September 2019. http://oehha.ca.gov/air/hot_spots/2015/ 2015GuidanceManual.pdf.

PBL (PBL Netherlands Environmental Assessment Agency). 2018. Trends in Global CO2 and Total Greenhouse Gas Emissions, 2018 Report. December 2018. Accessed September 2019. https://www.pbl.nl/sites/default/files/cros/publicaties/pbl-2018-trends-in-global-co2-and-total- greenhouse-gas-emissons-2018-report_3125.pdf.

PSUSD (Palm Springs United School District) 2022. Residential and Commercial / Industrial Development School Fee Justification Study - Palm Springs Unified School District. Published March 31, 2022. Accessed October 2023.
https://www.psusd.us/site/handlers/filedownload.ashx?moduleinstanceid=20417&dataid=219 78&FileName=Finalized%20School%20Fee%20Study%202022.pdf Santa Ana Wildfire Threat Index. n.d.a. Santa Ana Wildfire Threat Index webpage. Accessed March 2020. https://fsapps.nwcg.gov/psp/sawti .

SCAG (Southern California Association of Governments). 2016.2016-2040 Regional Transportation Plan/Sustainable Communities Strategy. Adopted April 7, 2016. Accessed March 2017. http://scagrtpscs.net/Pages/FINAL2016RTPSCS.aspx .

SCAG. 2019a. Local Profile Report 2019 - Profile of the City of Rancho Mirage. Adopted May 2019.

Accessed February 2020. https://www.scag.ca.gov/Documents/RanchoMirage.pdf .

SCAG. 2019b. Local Profile Report 2019 - Profile of the City of Cathedral City. Adopted May 2019.

Accessed February 2020. https://www.scag.ca.gov/Documents/CathedralCity.pdf .

SCAG. 2019c. Local Profile Report 2019 - Profile of the City of Palm Springs. Adopted May 2019.

Accessed February 2020. https://www.scag.ca.gov/Documents/PalmSprings.pdf .

SCAG. 2020.2020-2045 Regional Transportation Plan/Sustainable Communities Strategy. Adopted September 3, 2020. Accessed June 2021. https://scag.ca.gov/sites/main/files/file- attachments/0903fconnectsocal-plan_O.pdf? 1 606001 176.SCAQMD (South Coast Air Quality Management District). 1993. CEQA Air Quality Handbook. Revised November 1993.

SCAQMD. 2008. Draft Guidance Document - Interim CEQA Greenhouse Gas (GHG) Significance Threshold. October 2008.

SCAQMD. 2010. "Greenhouse Gases CEQA Significance Thresholds Working Group Meeting No. 15." September 28, 2010. Accessed August 2016. http://www.aqmd.gov/docs/default-source/ ceqa/handbook/greenhouse-gases-(ghg)-cega-significance-thresholds/year-2008-2009/ ghg-meeting-15/ghg-meeting-15-main-presentation.pdf?sfvrsn=2.

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SCAQMD. 2013. Final 2012 Air Quality Management Plan. February 2013. http://www.aqmd.gov/ home/library/clean-air-plans/air-quality-mgt-plan/final-2012-air-quality-management-plan.

SCAQMD. 2022. 2022 Air Quality Management Plan December 2, 2022. Accessed November 2023. http://www.agmd.gov/home/air-quality/clean-air-plans/air-quality-mgt-plan SCAQMD. 2019. "SCAQMD Air Quality Significance Thresholds." Originally published in CEQA Air Quality Handbook, Table A9-1 1-A. Revised April 2019. http://www.aqmd.gov/docs/default- source/ceqa/handbook/scaqmd-air-quality-significance-thresholds.pdf?sfvrsn=2.

USDA (U.S. Department of Agriculture). 2007. United States Department of Agriculture - Natural Resources Conservation Service; National Engineering Handbook Chapter 7 Hydrologic Soil Groups. Issued January 2009. Accessed March 2020. https://directives.sc.egov . usda.gov/OpenNonWebContent.aspx?content=22526.wba.

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Appendix A-1
Air Quality and GHG Technical Report

Air Quality and Greenhouse Gas Emissions
Analysis Technical Report
Ritz -Carlton Rancho Mirage Project
Kam Sang Company, Inc.

Rancho Mirage, California
Prepared for:

Kam Sang Company, Inc.
411 E. Huntington Drive, Suite 305
Arcadia, California 91006
Prepared by:

DUDEK
605 3rd Street
Encinitas, California 92024
DECEMBER 2021
498

Printed on 30% post4 utter recycled material.

Table of Contents
SECTION PAGE NO.

EXECUTIVE SUMMARY V
1 INTRODUCTION 1

1.1 Report Purpose and Scope 1

1.2 Regional and Local Setting 1

1.3 Project Description 2
2 AIR QUALITY 3

2.1 Environmental Setting 3

2.1.1 Meteorological and Topographical Conditions 3

2.1.2 Pollutants and Effects 5

2.1.3 Sensitive Receptors 9

2.2 Regulatory Setting 9

2.2.1 Federal Regulations 9

2.2.2 State Regulations 10

2.2.3 Local Regulations 13

2.3 Regional and Local Air Quality Conditions 18

2.3.1 Coachella Valley Portion of the Salton Sea Air Basin Attainment Designation 18

2.3.2 Local Ambient Air Quality 19

2.4 Significance Criteria and Methodology 21

2.4.1 Thresholds of Significance 21

2.4.2 Approach and Methodology 24

2.5 Impact Analysis 27

2.5.1 Threshold AQ-1 27

2.5.2 Threshold AQ-2 29

2.5.3 Threshold AQ-3 33

2.5.4 Threshold AQ-4 36
3 GREENHOUSE GAS EMISSIONS 37

3.1 Environmental Setting 37

3.1.1 Climate Change Overview 37

3.1.2 Greenhouse Gases 37

3.1.3 Global Warming Potential 39

3.2 Regulatory Setting 40

3.2.1 Federal Regulations 40

3.2.2 State Regulations 42

3.2.3 Local Regulations 52

3.3 Greenhouse Gas Inventories and Climate Change Conditions 53 DUDEK
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3.3.1 Sources of Greenhouse Gas Emissions 53

3.3.2 Potential Effects of Climate Change 54

3.4 Significance Criteria and Methodology 56

3.4.1 Thresholds of Significance 56

3.4.2 Approach and Methodology 57

3.5 Impact Analysis 59

3.5.1 Threshold GHG-1 59

3.5.2 Threshold GHG-2 61
4 REFERENCES CITED 79

APPENDICES
A CaIEEMod Output Files
B SCAQMD Risk Tool Files
TABLES
1 Ambient Air Quality Standards 10
2 Coachella Valley Portion of the Salton Sea Air Basin Attainment Classification 18 3 Local Ambient Air Quality Data 20
4 SCAQMD Air Quality Significance Thresholds 21
5 Localized Significance Thresholds for Source -Receptor Area 30 (Coachella Valley) 24 6 Construction Scenario Assumptions 25
7 Estimated Maximum Daily Construction Emissions - Unmitigated 30 8 Estimated Maximum Daily Operational Emissions 31
9 Construction Localized Significance Thresholds Analysis 34 10 Greenhouse Gas Emissions Sources in California 54
11 Estimated Annual Construction GHG Emissions 59
12 Estimated Annual Operational GHG Emissions 60
13 Greenhouse Gas -Related Laws and Regulations 61
8-4 Project Consistency with the SCAG Connect SoCal RTP/SCS 75 DUDEK
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Acronyms and Abbreviations
Acronym/Abbreviation
Definition
°C
degrees Celsius
°F
degrees Fahrenheit
µg/m3
micrograms per cubic meter
AB
Assembly Bill
amsl
above mean sea level
AQMP
Air Quality Management Plan
CAAQS
California Ambient Air Quality Standards
CaIEEMod
California Emissions Estimator Model
CALGreen
California's Green Building Standards
CalRecycle
California Department of Resources Recycling and Recovery CAP
climate action plan
CARB
California Air Resources Board
CEC
California Energy Commission
CEQA
California Environmental Quality Act
CH4
methane
CNRA
California Natural Resources Agency
CO
carbon monoxide
CO2
carbon dioxide
CO2e
carbon dioxide equivalent
CPUC
California Public Utilities Commission
CY
cubic yard
DPM
diesel particulate matter
EO
Executive Order
EPA
U.S. Environmental Protection Agency
GHG
greenhouse gas
GWP
global warming potential
HAP
hazardous air pollutant
HFC
hydrofluorocarbon
HRA
health risk assessment
LCFS
Low Carbon Fuel Standard
LOS
level of service
LST
localized significance thresholds
mph
miles per hour
MPO
metropolitan planning organization
MMT
million metric ton
MT
metric ton
N2O
nitrous oxide
NAAQS
National Ambient Air Quality Standards
NF3
nitrogen trifluoride
NHTSA
National Highway Traffic Safety Administration
NO
nitric oxide
NO2
nitrogen dioxide
NOx
oxides of nitrogen
O3
ozone
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Definition
PFC
perfluorocarbon
PMio
particulate matter with an aerodynamic diameter less than or equal to 10 microns PM2.5
particulate matter with an aerodynamic diameter less than or equal to 2.5 microns ppb
parts per billion
ppm
parts per million
ROG
Reactive Organic Gas
RPS
Renewables Portfolio Standard
RTP
regional transportation plan
SB
Senate Bill
SBCCOG
South Bay Cities Council of Governments
SCAB
South Coast Air Basin
SCAG
Southern California Association of Governments
SCAQMD
South Coast Air Quality Management District
SCE
Southern California Edison
SCS
sustainable communities strategy
SF6
sulfur hexafluoride
SO2
sulfur dioxide
SOX
sulfur oxides
SRA
source -receptor area
TAC
toxic air contaminant
TIS
traffic impact study
VOC
volatile organic compound
ZNE
zero net energy
ZEV
Zero -Emissions Vehicle
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Executive Summary
The purpose of this technical report is to assess the potential air quality and greenhouse gas (GHG) emissions impacts associated with implementation of the proposed Ritz -Carlton Rancho Mirage Project (project) located within the City of Rancho Mirage (City). This assessment uses the significance thresholds in Appendix G of the California Environmental Quality Act (CEQA) Guidelines (14 CCR 15000 et seq.). Construction and operational criteria air pollutant and GHG emissions were estimated using the California Emissions Estimator Model (CaIEEMod)Version 2020.4.0 and California Air Resources Board (CARB) Emission Factors version 2017 (EMFAC2017).

Project Overview
The purpose of the proposed project is to construct residential suites and hotel villas, event space, commercial, and amenity space at 68900 Frank Sinatra Drive in the City of Rancho Mirage. The project site is located in the City of Rancho Mirage (City), in Riverside County. The proposed site is an approximate 16.48 -acre parcel of previously graded land.

The residential suites, event space, and commercial area would be located within Building A-1. This new building would provide an approximately 23,843 -square -foot indoor event space (Venue) and 3,960 -square -foot exterior entertaining and garden spaces. The building would also house 48 residential suites over underground parking for the both the suites and the event space along with additional parking for the existing hotel. Building A-1 would be three stories with a maximum height of 30 feet, 3 inches.

The project also includes 58 proposed hotel villas with private garages across 15 buildings (Buildings B-2 to B-7) to the south and east of Building A-1. The hotel villas would be two stories. These residential suites and hotel villas would be comprised of a mix of one-, two-, and three -bedroom units.

The project would include 510 parking spaces. Including a parking structure where 381 spaces serve the residential suites, event space, commercial uses, and additional spaces for the existing hotel. The hotel villas would have either one- or two -car private garages totaling 86 spaces. An additional 43 spaces are provided as tandem parking in front of the one -car garages.

The project site is located within the Salton Sea Air Basin and is under the jurisdiction of the South Coast Air Quality Management District (SCAQMD). Construction and operational criteria air pollutant and GHG emissions were estimated using CaIEEMod, consistent with the SCAQMD guidance.

Air Quality
The air quality impact analysis evaluated the potential for adverse impacts to air quality due to construction and operational emissions resulting from the project. Impacts were evaluated for their significance based on the SCAQMD mass daily criteria air pollutant thresholds of significance (SCAQMD 1993, 2019). Criteria air pollutants are defined as pollutants for which the federal and state governments have established ambient air quality standards, or criteria, for outdoor concentrations to protect public health. Criteria air pollutants include ozone (03), nitrogen dioxide (N02), carbon monoxide (CO), sulfur dioxide (S02), particulate matter with an aerodynamic diameter less than or equal to 10 microns (PMio), particulate matter with an aerodynamic diameter less than or equal to 2.5 microns (PM2.5), and lead. Pollutants that are evaluated include volatile organic compounds (VOCs) (also referred to as reactive organic gases), oxides of nitrogen (N0x), CO, sulfur oxides (S0x), PMio, and PM2.5. VOCs and NOx are important because they are precursors to 03.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Air Quality Plan Consistency
SCAQMD has established two criteria to evaluate the potential for the proposed project to conflict with the applicable air quality plan, which is the SCAQMD 2016 Air Quality Management Plan (AQMP) (SCAQMD 2017a).

Regarding Consistency Criterion No. 1, the project would not result in an increase in the frequency or severity of existing air quality violations or cause or contribute to new violations as supported in the analysis presented in this technical report, which demonstrates that estimated project -generated construction and operational emissions would not exceed the SCAQMD mass daily emissions thresholds.

Regarding Consistency Criterion No. 2, the site is currently zoned Resort Hotel (Rs -H) and Open Space: Mountain Reserve (MR) in the General Plan (City of Rancho Mirage 2017). The proposed hotel suites and villas are located on the Rs -H zoned property and therefore consistent with the General Plan designation. This designation allows for the development of hotels and destination resorts with limited, ancillary commercial uses, such as spas, recreational facilities, restaurants, lounges, and small retail shops that directly support the primary use. The Sky Mesa is located on the MR zoned portion of the project site, which is assigned to public lands or property subject to conservation easements in the Santa Rosa Mountains. Uses are limited to recreational activities, such as hiking or equestrian and non -motorized bike trails and facilities consistent with the need to protect sensitive biological resources. Vehicular access is not permitted in this designation. A Conditional Use Permit (CUP) would be proposed for the MR portion of the project site to include the event space, restaurant, and amenities proposed for the Sky Mesa. However, the proposed uses for the project site are consistent with the existing land use designations, and no changes in land use designations would be required
SCAG reported the City's population to be 18,739 persons as of 2018 (SCAG 2019). In 2018, the City had a total of 14,492 housing units, and in 2017, the City had a total of 16,902 jobs (SCAG 2019). By 2040, SCAG projected the City to have a population of 25,000 persons and 20,500 jobs (SCAG 2016). According to the City's General Plan Housing Element (City of Rancho Mirage 2017), the 2014-2021 Regional Housing Needs Allocation (RHNA) determined that the City needed a total of 95 housing units. The proposed project would construct 108 residential units. However, these residential units would operate similar to time-share properties and therefore future residents would not be in the proposed residential units year-round. Because the proposed residential units are not typical residential units that residents cannot occupy year-round, theses housing units do not count towards the RHNA housing unit determination.

SCAG's Local Profile Report for the City of Rancho Mirage indicated that the City's average household size was two persons per dwelling unit as of 2018 (SCAG 2019). Using these assumptions, implementation of the proposed project would have the potential to increase the City's population by 216 persons. This population increase would comply with SCAG's projected population increase for the City. Accordingly, the proposed project is consistent with the SCAG RTP/SCS forecasts used in the SCAQMD AQMP development. Thus, the project would not conflict with Consistency Criterion No. 2. Based on these considerations, impacts related to the project's potential to conflict with or obstruct implementation of the applicable air quality plan would be less than significant.

Based on these considerations, impacts related to the project's potential to conflict with or obstruct implementation of the applicable air quality plan would be less than significant.

Construction Criteria Air Pollutant Emissions
Construction of the project would result in the temporary addition of pollutants to the local airshed caused by on -site sources (i.e., off -road construction equipment, soil disturbance, and VOC off -gassing) and off -site sources (i.e., on -road haul trucks, vendor trucks, and worker vehicle trips). Estimated maximum daily construction emissions would not exceed the SCAQMD significance thresholds for VOC, NOx, CO, SOx, PMio, or PM2.5 during construction.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Operational Criteria Air Pollutant Emissions
Operational year 2024 was assumed based on input from the applicant. Operation of the project would generate operational criteria air pollutants from mobile sources (vehicles), area sources (consumer product use, architectural coatings, and landscape maintenance equipment), and energy (natural gas). Estimated maximum daily operational emissions would not exceed the SCAQMD operational significance thresholds for VOC, NOx, CO, SOx, PMio, or PM2.5.

Exposure of Sensitive Receptors
SCAQMD recommends the evaluation of localized NO2, CO, PMio, and PM2.5 impacts as a result of construction activities to sensitive receptors in the immediate vicinity of a project site. As such, a localized emissions impact analysis has been prepared that compares project -generated emissions during construction to SCAQMD localized significance thresholds (LSTs) to determine potential impacts to nearby sensitive receptors during construction of the project. The impacts were analyzed using methods consistent with those in SCAQMD's Final LST Methodology (2009). In summary, construction activities would not generate emissions in excess of the SCAQMD site -specific LSTs; therefore, site -specific construction impacts during construction of the project would be less than significant.

Operation of the project would not expose sensitive receptors to localized high concentrations of CO or contribute traffic volumes to intersections that would cause a CO hotspot. The proposed project would not generate traffic that would contribute to potential adverse traffic impacts that may result in the formation of CO hotspots.

In addition, due to continued improvement in vehicular emissions at a rate faster than the rate of vehicle growth and/or congestion, the potential for CO hotspots in the SSAB is steadily decreasing. Based on these considerations, the proposed project potential CO hotspot impacts would be less than significant.

Other Emissions (Odors)
Potential odors produced during construction would be attributable to concentrations of unburned hydrocarbons from tailpipes of construction equipment, architectural coatings, and asphalt pavement application, which would disperse rapidly from the project site and generally occur at magnitudes that would not affect substantial numbers of people. Impacts associated with odors during construction would be less than significant.

Land uses and industrial operations associated with odor complaints include agricultural uses, wastewater treatment plants, food -processing plants, chemical plants, composting, refineries, landfills, dairies, and fiberglass molding (SCAQMD 1993). The proposed project entails operation of residential suites and hotel villas, event space, commercial, and amenity space, which has not been identified by SCAQMD as a land use typically associated with odor complaints. Therefore, the proposed project operations would result in an odor impact that is less than significant.

Cumulative Impacts
The potential for the project to result in a cumulatively considerable impact, per the SCAQMD guidance and thresholds, is based on the project's potential to exceed the project -specific daily thresholds. As discussed previously, maximum construction and operational emissions would not exceed the SCAQMD significance thresholds for VOCs, NOx, CO, SOx, PMio, or PM2.5. Therefore, the project would not result in a cumulatively considerable increase in criteria air pollutants.

Greenhouse Gas Emissions
Global climate change is primarily considered a cumulative impact, but must also be evaluated on a project -level under CEQA. A project participates in this potential impact through its incremental contribution combined with the cumulative increase of all other sources of GHG emissions. GHGs are gases that absorb infrared radiation in the DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT atmosphere. Principal GHGs regulated under state and federal law and regulations include carbon dioxide (C02), methane (CH4), and nitrous oxide (N20). GHG emissions are measured in metric tons of C02 equivalent (MT C02e), which account for weighted global warming potential factors for CH4 and N20.

Project -Generated Construction and Operational Greenhouse Gas Emissions The threshold applied to assess the potential for the project to generate GHG emissions either directly or indirectly that may have a significant impact on the environment was the SCAQMD threshold of 3,000 MT C02e per year. Pursuant to SCAQMD recommendation, construction emissions were amortized over a 30 -year project lifetime, so that GHG reduction measures will address construction GHG emissions as part of the operational GHG reduction strategies (SCAQMD 2008).

Construction of the project would result in GHG emissions primarily associated with use of off -road construction equipment, on -road hauling and vendor (material delivery) trucks, and worker vehicles. Total project -generated GHG emissions during construction were estimated to be 888 MT C02e over the construction period. Estimated project - generated construction emissions amortized over 30 years would be approximately 30 MT C02e per year.

The project would generate operational GHG emissions from area sources (landscape maintenance), energy sources (natural gas and electricity), mobile sources, solid waste, and water supply and wastewater treatment. Estimated annual project -generated operational GHG emissions and amortized construction emissions would be approximately 2,363 MT C02e per year. As such, the annual operational GHG emissions with amortized construction emissions would not exceed the SCAQMD threshold of 3,000 MT C02e per year. Therefore, the project -generated GHG emissions would result in a less than significant impact.

Consistency with Applicable Greenhouse Gas Reduction Plans The proposed project would not interfere with implementation of any of the GHG reduction goals for 2030 or 2050, described herein, because the project would not exceed the SCAQMD's draft interim threshold of 3,000 MT C02e per year (SCAQMD 2008). This threshold was established based on the goal of AB 32 to reduce statewide GHG emissions to 1990 levels by 2020. Because the proposed project would not exceed the threshold, this analysis provides support for the conclusion that the project would not impede the state's trajectory toward the above - described statewide GHG reduction goals for 2030 or 2050. In addition, the project would comply with laws and regulations that would reduce GHG emissions.

In addition, since the specific path to compliance for the state in regards to the long-term goals will likely require development of technology or other changes that are not currently known or available, specific additional mitigation measures for the project would be speculative and cannot be identified at this time. The proposed project's consistency would assist in meeting the City's contribution to GHG emission reduction targets in California. With respect to future GHG targets under SB 32 and EO S-3-05, CARB has also made clear its legal interpretation that it has the requisite authority to adopt whatever regulations are necessary, beyond the AB 32 horizon year of 2020, to meet SB 32's 40% reduction target by 2030 and EO S -3-05's 80% reduction target by 2050; this legal interpretation by an expert agency provides evidence that future regulations will be adopted to continue the state on its trajectory toward meeting these future GHG targets.

As described herein, the proposed project would not conflict with an applicable plan, policy, or regulation adopted for the purpose of reducing the emissions of GHGs, and no mitigation is required. This impact would be less than significant.

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1 Introduction

1.1 Report Purpose and Scope
The purpose of this technical report is to assess the potential air quality and greenhouse gas (GHG) emissions impacts associated with implementation of the proposed Ritz -Carlton Rancho Mirage Project (project). This assessment uses the significance thresholds in Appendix G of the California Environmental Quality Act (CEQA) Guidelines (14 CCR 15000 et seq.), and is based on the emissions -based significance thresholds recommended by the South Coast Air Quality Management District (SCAQMD) and other applicable thresholds of significance.

This introductory section provides a description of the proposed project and location. Section 2, Air Quality, describes the air quality -related environmental setting, regulatory setting, existing air quality conditions, and thresholds of significance and analysis methodology, and presents an air quality impact analysis per Appendix G of the CEQA Guidelines. Section 3, Greenhouse Gas Emissions, follows the same format as Section 2 and similarly describes the GHG emissions -related environmental setting, regulatory setting, existing climate changes conditions, and thresholds of significance and analysis methodology, and presents a GHG emissions impact analysis per Appendix G of the CEQA Guidelines. Section 4, References Cited, includes a list of the sources cited in this technical report.

1.2 Recional and Local Setting
The approximately 16.48 -acre project site is located at 68900 Frank Sinatra Drive approximately 0.85 miles southwest of the intersection with State Route 111 in the City of Rancho Mirage, Riverside County (Assessor's Parcel Numbers 689-330-026, -028 and 689-020-012, -014). The majority of the 16.48 -acre project site is currently vacant and lies south and east of the existing Ritz -Carlton Rancho Mirage Hotel.

The proposed project site is vacant with dirt covering the majority of the site. The entire project site has been rough graded. An asphalt dead-end road has been constructed on the property as a temporary construction access point for the hotel to the north. A shipping container and construction equipment remain on the project site from construction staging activities during previous development on the hotel property. As mentioned above, the existing Ritz -Carlton Rancho Mirage Hotel is to the north and west of the project site with a hotel service access road immediately bordering the property. Another hotel service access road borders the project site to the northeast, which leads to the proposed Sky Mesa Recreation Area. To the south is Mirada Circle and the Mirada single-family residential development. Confronting the project site across Frank Sinatra Drive to the northwest is a rough graded but undeveloped parcel.

The project site is situated on all or portions of Assessor's Parcel Numbers 689330026, -28, -34, which have a General Plan Land Use designation of Commercial: Resort Hotel (Rs -H) and also on parcels 689020012, -14 carrying an Open Space: Mountain Reserve (MR) designation. The project site is located within the Salton Sea Air Basin (SSAB), in Riverside County.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT

1.3 Project Description
The purpose of the proposed project is to construct residential suites and hotel villas, event space, commercial, and amenity space at 68900 Frank Sinatra Drive in the City of Rancho Mirage. The project site is located in the City of Rancho Mirage (City), in Riverside County. The proposed site is an approximate 16.48 -acre parcel of previously graded land.

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2 Air Quality

2.1 Environmental Settinc
The project site is located within the Salton Sea Air Basin (SSAB). The Riverside County portion of the SSAB is bounded by the San Jacinto Mountains in the west and spans eastward to the Palo Verde Valley. The Coachella Valley Planning Area is a federal nonattainment area that is part of a sub -region of Riverside County in the SSAB that is bounded by the San Jacinto Mountains to the west and the eastern boundary of the Coachella Valley to the east.

2.1.1 Meteorological and Topographical Conditions
The primary factors that determine air quality are the locations of air pollutant sources and the amount of pollutants emitted. Meteorological and topographical conditions, however, are also important. Factors such as wind speed and direction, air temperature gradients and sunlight, and precipitation and humidity interact with physical landscape features to determine the movement and dispersal of air pollutants. Meteorological and topographical factors that affect air quality in the SSAB are described below.

Climate
The SSAB includes the central portion of Riverside County (Coachella Valley) and all of Imperial County. The Riverside County portion of the SSAB is under the jurisdiction of the SCAQMD. The SSAB is generally very flat and bordered to the west by the Peninsular Mountain range and to the east by the Chocolate, Orocopia, and Cargo Muchacho Mountains. The Riverside County portion of the SSAB is bounded by the San Jacinto Mountains in the west and spans eastward up to the Palo Verde Valley. The federal nonattainment area (known as the Coachella Valley Planning Area) is a subregion of Riverside County and the SSAB that is bounded by the San Jacinto Mountains to the west and the eastern boundary of the Coachella Valley to the east (SCAQMD 2017).

The SSAB is a continental, desert region with a climate characterized by low annual rainfall, low humidity, hot days, and cool nights. Temperatures exceed 100°F during the summer with daily highs near 110°F during July and August. The mean temperature in the summer is 89°F, while the mean temperature in the winter is 57°F (SCAQMD 2017). Rainfall in the area varies considerably, although precipitation normally occurs November through April. A semi -permanent high-pressure zone blocks mid -latitude storms and causes sunny skies most of the time in the SSAB. The high-pressure zone tends to be weaker in the winter, and it is during this time that the SSAB usually receives its average 2.8 inches of annual precipitation. The Peninsular Mountains to the west block coastal influence, such as cool and damp marine air that traverses inland from the Pacific Ocean. The geographic barriers and atmospheric conditions often limit the amount of precipitation for the area.

The Coachella Valley is impacted by pollutant transport from the South Coast Air Basin (SCAB). Ozone in the atmosphere of the Riverside County portion of SSAB is both directly transported from the SCAB and formed principally from ozone precursors (hydrocarbons and NOx') emitted upwind. In addition, pollutant transport occurs to the Antelope Valley, Mojave Desert, Ventura County, and San Diego County. The mountains to the east act as physical barriers to the dispersion of airborne contaminants. The Coachella Valley is exposed to frequent gusty winds; with stronger tending to occur in the western portion of the valley, while lighter winds tend to occur in the 1 NOx is a general term pertaining to compounds of nitric oxide (NO), nitrogen dioxide (NO2) and other oxides of nitrogen.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT east half of the valley. The pollutant transport pathway from the SCAB to the SSAB is through the San Gorgonio Pass (sometimes referred to as the Banning Pass) to the Coachella Valley.

Sunlight
The presence and intensity of sunlight are prerequisites for the formation of photochemical smog. Under the influence of the ultraviolet radiation of sunlight, certain "primary" pollutants (mainly reactive hydrocarbons and oxides of nitrogen (NOx)) react to form "secondary" pollutants (primarily oxidants). Since this process is time dependent, secondary pollutants can be formed many miles downwind of the emission sources. Southern California has abundant sunshine, which drives the photochemical reactions that form pollutants such as ozone (03) and a substantial portion of fine particulate matter (PM2.5, particles less than 2.5 microns in diameter). In the SSAB, high concentrations of 03 are normally recorded during the late spring, summer, and early autumn months, when more intense sunlight drives enhanced photochemical reactions. Due to the prevailing daytime winds and time -delayed nature of photochemical smog, oxidant concentrations are highest in the inland areas of Southern California.

Temperature Inversions
Under ideal meteorological conditions and irrespective of topography, pollutants emitted into the air mix and disperse into the upper atmosphere. However, the Southern California region frequently experiences temperature inversions, in which pollutants are trapped and accumulate close to the ground. The inversion —a layer of warm, dry air overlaying cool, moist marine air —is a normal condition in coastal Southern California. The cool, damp, and hazy sea air capped by coastal clouds is heavier than the warm, clear air, which acts as a lid through which the cooler marine layer cannot rise. The height of the inversion is important in determining pollutant concentration. When the inversion is approximately 2,500 feet above mean sea level (amsl), the sea breezes carry the pollutants inland to escape over the mountain slopes or through the passes. At a height of 1,200 feet amsl, the terrain prevents the pollutants from entering the upper atmosphere, resulting in the pollutants settling in the foothill communities. Below 1,200 feet amsl, the inversion puts a tight lid on pollutants, concentrating them in a shallow layer over the entire coastal basin. Usually, inversions are lower before sunrise than during the daylight hours.

Mixing heights for inversions are lower in the summer and inversions are more persistent, being partly responsible for the high levels of 03 observed during summer months in the SSAB. Smog in Southern California is generally the result of these temperature inversions combining with coastal day winds and local mountains to contain the pollutants for long periods, allowing them to form secondary pollutants by reacting in the presence of sunlight. The SSAB has a limited ability to disperse these pollutants due to typically low wind speeds and the surrounding mountain ranges.

As with other cities within the SSAB, the City is susceptible to air inversions, which trap a layer of stagnant air near the ground where pollutants are further concentrated. These inversions produce haziness caused by moisture, suspended dust, and a variety of chemical aerosols emitted by trucks, automobiles, furnaces, and other sources.

Elevated concentrations of particulate matter less than 10 microns in diameter (PMio) and PM2.5can occur in the SSAB throughout the year but occur most frequently in fall and winter. Although there are some changes in emissions by day -of -week and season, the observed variations in pollutant concentrations are primarily the result of seasonal differences in weather conditions.

The Coachella Valley has limited local NOx emissions to help scavenge the ozone at night. This elevated overnight ozone contributes to an early morning bump in the Coachella Valley ozone concentrations, starting around 8 a.m.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT concentrations in this area reach an initial peak before noon and then drop slightly with increased mixing in the early afternoon, before climbing to the daily peak as the normal onshore flow reaches the Coachella Valley through the San Gorgonio Pass, transporting new ozone from the South Coast Air Basin (SCAQMD 2013).

2.1.2 Pollutants and Effects

2.1.2.1 Criteria Air Pollutants
Criteria air pollutants are defined as pollutants for which the federal and state governments have established ambient air quality standards, or criteria, for outdoor concentrations to protect public health. The federal and state standards have been set, with an adequate margin of safety, at levels above which concentrations could be harmful to human health and welfare. These standards are designed to protect the most sensitive persons from illness or discomfort. Pollutants of concern include O3, nitrogen dioxide (NO2), carbon monoxide (CO), sulfur dioxide (SO2), PMio, PM2.5, and lead. These pollutants, as well as toxic air contaminants (TACs), are discussed in the following paragraphs.2 In California, sulfates, vinyl chloride, hydrogen sulfide, and visibility -reducing particles are also regulated as criteria air pollutants.

Ozone. O3 is a strong -smelling, pale blue, reactive, toxic chemical gas consisting of three oxygen atoms. It is a secondary pollutant formed in the atmosphere by a photochemical process involving the sun's energy and O3 precursors. These precursors are mainly NOx and volatile organic compounds (VOCs). The maximum effects of precursor emissions on O3 concentrations usually occur several hours after they are emitted and many miles from the source. Meteorology and terrain play major roles in O3 formation, and ideal conditions occur during summer and early autumn on days with low wind speeds or stagnant air, warm temperatures, and cloudless skies. O3 exists in the upper atmosphere O3 layer (stratospheric ozone) and at the Earth's surface in the troposphere (ozone).3 The O3 that the U.S. Environmental Protection Agency (EPA) and the California Air Resources Board (CARB) regulate as a criteria air pollutant is produced close to the ground level, where people live, exercise, and breathe. Ground -level O3 is a harmful air pollutant that causes numerous adverse health effects and is thus considered "bad" O3.

Stratospheric, or "good," O3 occurs naturally in the upper atmosphere, where it reduces the amount of ultraviolet light (i.e., solar radiation) entering the Earth's atmosphere. Without the protection of the beneficial stratospheric O3 layer, plant and animal life would be seriously harmed.

O3 in the troposphere causes numerous adverse health effects; short-term exposures (lasting for a few hours) to O3 at levels typically observed in Southern California can result in breathing pattern changes, reduction of breathing capacity, increased susceptibility to infections, inflammation of the lung tissue, and some immunological changes (EPA 2013). These health problems are particularly acute in sensitive receptors such as the sick, the elderly, and young children.

Nitrogen Dioxide. NO2 is a brownish, highly reactive gas that is present in all urban atmospheres. The major mechanism for the formation of NO2 in the atmosphere is the oxidation of the primary air pollutant nitric oxide (NO), which is a colorless, odorless gas. NOx plays a major role, together with VOCs, in the atmospheric reactions that produce O3. NOx is formed from fuel combustion under high temperature or pressure. In addition, NOx is an important precursor to acid rain 2 The descriptions of the criteria air pollutants and associated health effects are based on the U.S. Environmental Protection Agency's Criteria Air Pollutants (EPA 2018a) and the California Air Resources Board's Glossary of Air Pollutant Terms (CARB 2019a). 3 The troposphere is the layer of the Earth's atmosphere nearest to the surface of the Earth. The troposphere extends outward about 5 miles at the poles and about 10 miles at the equator.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT and may affect both terrestrial and aquatic ecosystems. The two major emissions sources are transportation and stationary fuel combustion sources such as electric utility and industrial boilers.

NO2 can irritate the lungs, cause bronchitis and pneumonia, and lower resistance to respiratory infections (EPA 2016).

Carbon Monoxide. CO is a colorless, odorless gas formed by the incomplete combustion of hydrocarbon, or fossil fuels.

CO is emitted almost exclusively from motor vehicles, power plants, refineries, industrial boilers, ships, aircraft, and trains. In urban areas, such as the project location, automobile exhaust accounts for the majority of CO emissions. CO is a nonreactive air pollutant that dissipates relatively quickly; therefore, ambient CO concentrations generally follow the spatial and temporal distributions of vehicular traffic. CO concentrations are influenced by local meteorological conditions —primarily wind speed, topography, and atmospheric stability. CO from motor vehicle exhaust can become locally concentrated when surface -based temperature inversions are combined with calm atmospheric conditions, which is a typical situation at dusk in urban areas from November to February. The highest levels of CO typically occur during the colder months of the year, when inversion conditions are more frequent.

In terms of adverse health effects, CO competes with oxygen, often replacing it in the blood, reducing the blood's ability to transport oxygen to vital organs. The results of excess CO exposure can include dizziness, fatigue, and impairment of central nervous system functions.

Sulfur Dioxide. SO2 is a colorless, pungent gas formed primarily from incomplete combustion of sulfur -containing fossil fuels. The main sources of SO2 are coal and oil used in power plants and industries; as such, the highest levels of SO2 are generally found near large industrial complexes. In recent years, SO2 concentrations have been reduced by the increasingly stringent controls placed on stationary source emissions of SO2 and limits on the sulfur content of fuels.

SO2 is an irritant gas that attacks the throat and lungs and can cause acute respiratory symptoms and diminished ventilator function in children. When combined with particulate matter, SO2 can injure lung tissue and reduce visibility and the level of sunlight. SO2 can also yellow plant leaves and erode iron and steel.

Particulate Matter. Particulate matter pollution consists of very small liquid and solid particles floating in the air, which can include smoke, soot, dust, salts, acids, and metals. Particulate matter can form when gases emitted from industries and motor vehicles undergo chemical reactions in the atmosphere. PM2.5 and PMio represent fractions of particulate matter. Coarse particulate matter (PMio) consists of particulate matter that is 10 microns or less in diameter and is about 1/7 the thickness of a human hair. Major sources of PMio include crushing or grinding operations; dust stirred up by vehicles traveling on roads; wood -burning stoves and fireplaces; dust from construction, landfills, and agriculture; wildfires and brush/waste burning; industrial sources; windblown dust from open lands; and atmospheric chemical and photochemical reactions. Fine particulate matter (PM2.5) consists of particulate matter that is 2.5 microns or less in diameter and is roughly 1/28 the diameter of a human hair. PM2.5 results from fuel combustion (e.g., from motor vehicles and power generation and industrial facilities), residential fireplaces, and woodstoves. In addition, PM2.5 can be formed in the atmosphere from gases such as sulfur oxides (SOx), NOx, and VOCs.

PM2.5and PMio pose a greater health risk than larger -size particles. When inhaled, these tiny particles can penetrate the human respiratory system's natural defenses and damage the respiratory tract. PM2.5and PMio can increase the number and severity of asthma attacks, cause or aggravate bronchitis and other lung diseases, and reduce the body's ability to fight infections. Very small particles of substances such as lead, sulfates, and nitrates can cause lung damage directly or be absorbed into the bloodstream, causing damage elsewhere in the body. Additionally, these substances can DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT transport adsorbed gases such as chlorides or ammonium into the lungs, also causing injury. Whereas PMio tends to collect in the upper portion of the respiratory system, PM2.5 is so tiny that it can penetrate deeper into the lungs and damage lung tissue. Suspended particulates also damage and discolor surfaces on which they settle and produce haze and reduce regional visibility.

People with influenza, people with chronic respiratory and cardiovascular diseases, and the elderly may suffer worsening illness and premature death as a result of breathing particulate matter. People with bronchitis can expect aggravated symptoms from breathing in particulate matter. Children may experience a decline in lung function due to breathing in PMio and PM2.5 (EPA 2009).

Lead. Lead in the atmosphere occurs as particulate matter. Sources of lead include leaded gasoline; the manufacturing of batteries, paints, ink, ceramics, and ammunition; and secondary lead smelters. Prior to 1978, mobile emissions were the primary source of atmospheric lead. Between 1978 and 1987, the phaseout of leaded gasoline reduced the overall inventory of airborne lead by nearly 95%. With the phaseout of leaded gasoline, secondary lead smelters, battery recycling, and manufacturing facilities are becoming lead -emissions sources of greater concern.

Prolonged exposure to atmospheric lead poses a serious threat to human health. Health effects associated with exposure to lead include gastrointestinal disturbances, anemia, kidney disease, and in severe cases, neuromuscular and neurological dysfunction. Of particular concern are low-level lead exposures during infancy and childhood. Such exposures are associated with decrements in neurobehavioral performance, including intelligence quotient (IQ) performance, psychomotor performance, reaction time, and growth. Children are highly susceptible to the effects of lead.

Sulfates. Sulfates are the fully oxidized form of sulfur, which typically occur in combination with metals or hydrogen ions. Sulfates are produced from reactions of SO2 in the atmosphere. Sulfates can result in respiratory impairment, as well as reduced visibility.

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

Hydrogen Sulfide. Hydrogen sulfide is a colorless and flammable gas that has a characteristic odor of rotten eggs.

Sources of hydrogen sulfide include geothermal power plants, petroleum refineries, sewers, and sewage treatment plants. Exposure to hydrogen sulfide can result in nuisance odors, as well as headaches and breathing difficulties at higher concentrations.

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

Reactive Organic Gases. Hydrocarbons are organic gases that are formed from hydrogen and carbon and sometimes other elements. Hydrocarbons that contribute to formation of 03 are referred to and regulated as ROG.

Combustion engine exhaust, oil refineries, and fossil -fueled power plants are the sources of hydrocarbons. Other sources of hydrocarbons include evaporation from petroleum fuels, solvents, dry cleaning solutions, and paint.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT The primary health effects of ROG result from the formation of 03 and its related health effects. High levels of ROG in the atmosphere can interfere with oxygen intake by reducing the amount of available oxygen through displacement. Carcinogenic forms of hydrocarbons, such as benzene, are considered TACs. There are no separate health standards for ROG as a group.

2.1.2.2 Non -Criteria Air Pollutants
Toxic Air Contaminants. A substance is considered toxic if it has the potential to cause adverse health effects in humans, including increasing the risk of cancer upon exposure, or acute and/or chronic non -cancer health effects.

A toxic substance released into the air is considered a TAC. TACs are identified by federal and state agencies based on a review of available scientific evidence. In the state of California, TACs are identified through a two-step process that was established in 1983 under the Toxic Air Contaminant Identification and Control Act. This two-step process of risk identification and risk management and reduction was designed to protect residents from the health effects of toxic substances in the air. In addition, the California Air Toxics "Hot Spots" Information and Assessment Act, Assembly Bill (AB) 2588, was enacted by the legislature in 1987 to address public concern over the release of TACs into the atmosphere. The law requires facilities emitting toxic substances to provide local air pollution control districts with information that will allow an assessment of the air toxics problem, identification of air toxics emissions sources, location of resulting hotspots, notification of the public exposed to significant risk, and development of effective strategies to reduce potential risks to the public over 5 years.

Examples include certain aromatic and chlorinated hydrocarbons, certain metals, and asbestos. TACs are generated by a number of sources, including stationary sources, such as dry cleaners, gas stations, combustion sources, and laboratories; mobile sources, such as automobiles; and area sources, such as landfills. Adverse health effects associated with exposure to TACs may include carcinogenic (i.e., cancer -causing) and noncarcinogenic effects. Noncarcinogenic effects typically affect one or more target organ systems and may be experienced on either short-term (acute) or long-term (chronic) exposure to a given TAC.

Diesel Particulate Matter. Diesel particulate matter (DPM) is part of a complex mixture that makes up diesel exhaust.

Diesel exhaust is composed of two phases, gas and particle, both of which contribute to health risks. More than 90% of DPM is less than 1 micrometer in diameter (about 1/70th the diameter of a human hair), and thus is a subset of PM2.5 (CARB 2016a). DPM is typically composed of carbon particles ("soot," also called black carbon, or BC) and numerous organic compounds, including over 40 known cancer -causing organic substances. Examples of these chemicals include polycyclic aromatic hydrocarbons, benzene, formaldehyde, acetaldehyde, acrolein, and 1,3 -butadiene (CARB 2016a). The CARB classified "particulate emissions from diesel -fueled engines" (i.e., DPM) (17 CCR 93000) as a TAC in August 1998. DPM is emitted from a broad range of diesel engines: on -road diesel engines of trucks, buses, and cars and off -road diesel engines including locomotives, marine vessels, and heavy- duty construction equipment, among others. Approximately 70% of all airborne cancer risk in California is associated with DPM (CARB 2000). To reduce the cancer risk associated with DPM, CARB adopted a diesel risk reduction plan in 2000 (CARB 2000). Because it is part of PM2.5, DPM also contributes to the same non -cancer health effects as PM2.5 exposure. These effects include premature death; hospitalizations and emergency department visits for exacerbated chronic heart and lung disease, including asthma; increased respiratory symptoms; and decreased lung function in children. Several studies suggest that exposure to DPM may also facilitate development of new allergies (CARB 2016a). Those most vulnerable to non -cancer health effects are children, whose lungs are still developing, and the elderly, who often have chronic health problems.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Odorous Compounds. Odors are generally regarded as an annoyance rather than a health hazard. Manifestations of a person's reaction to odors can range from psychological (e.g., irritation, anger, or anxiety) to physiological (e.g., circulatory and respiratory effects, nausea, vomiting, and headache). The ability to detect odors varies considerably among the population and overall is quite subjective. People may have different reactions to the same odor. An odor that is offensive to one person may be perfectly acceptable to another (e.g., coffee roaster). An unfamiliar odor is more easily detected and is more likely to cause complaints than a familiar one. In a phenomenon known as odor fatigue, a person can become desensitized to almost any odor, and recognition may only occur with an alteration in the intensity. The occurrence and severity of odor impacts depend on the nature, frequency, and intensity of the source; wind speed and direction; and the sensitivity of receptors.

Valley Fever. Coccidioidomycosis, more commonly known as "valley fever," is an infection caused by inhalation of the spores of the Coccidioides immitis fungus, which grows in the soils of the southwestern United States. The ecologic factors that appear to be most conducive to survival and replication of the spores are high summer temperatures, mild winters, sparse rainfall, and alkaline, sandy soils.

Riverside County is not considered a highly endemic region for valley fever as the latest report from the California Department of Public Health listed Riverside County as having 2.7 cases per 100,000 people (CDPH 2019).

Even if present at a site, earth -moving activities may not result in increased incidence of valley fever. Propagation of Coccidioides immitis is dependent on climatic conditions, with the potential for growth and surface exposure highest following early seasonal rains and long dry spells. Coccidioides immitis spores can be released when filaments are disturbed by earth -moving activities, although receptors must be exposed to and inhale the spores to be at increased risk of developing valley fever. Moreover, exposure to Coccidioides immitis does not guarantee that an individual will become ill —approximately 60% of people exposed to the fungal spores are asymptomatic and show no signs of an infection (USGS 2000).

2.1.3 Sensitive Receptors
Some land uses are considered more sensitive to changes in air quality than others, depending on the population groups and the activities involved. People most likely to be affected by air pollution include children, the elderly, athletes, and people with cardiovascular and chronic respiratory diseases. Facilities and structures where these air pollution -sensitive people live or spend considerable amounts of time are known as sensitive receptors. Land uses where air pollution - sensitive individuals are most likely to spend time include schools and schoolyards, parks and playgrounds, daycare centers, nursing homes, hospitals, and residential communities (sensitive sites or sensitive land uses) (CARB 2005). The SCAQMD identifies sensitive receptors as residences, schools, playgrounds, childcare centers, long-term healthcare facilities, rehabilitation centers, convalescent centers, and retirement homes (SCAQMD 1993). Residential land uses are located to the south of the proposed project site. The closest off -site sensitive receptors to the project site include residences located approximately 25 meters (82 feet) south of the project's limits of construction.

2.2 Reculatory Setting

2.2.1 Federal Regulations

2.2.1.1 Criteria Air Pollutants
The federal Clean Air Act, passed in 1970 and last amended in 1990, forms the basis for the national air pollution control effort. EPA is responsible for implementing most aspects of the Clean Air Act, including setting National DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Ambient Air Quality Standards (NAAQS) for major air pollutants; setting hazardous air pollutant (HAP) standards; approving state attainment plans; setting motor vehicle emission standards; issuing stationary source emission standards and permits; and establishing acid rain control measures, stratospheric 03 protection measures, and enforcement provisions. Under the Clean Air Act, NAAQS are established for the following criteria pollutants: 03, CO, NO2, S02, PMio, PM2.5, and lead.

The NAAQS describe acceptable air quality conditions designed to protect the health and welfare of the citizens of the nation. The NAAQS (other than for 03, NO2, S02, PMio, PM2.5, and those based on annual averages or arithmetic mean) are not to be exceeded more than once per year. NAAQS for 03, NO2, S02, PMio, and PM2.5 are based on statistical calculations over 1- to 3 -year periods, depending on the pollutant. The Clean Air Act requires EPA to reassess the NAAQS at least every 5 years to determine whether adopted standards are adequate to protect public health based on current scientific evidence. States with areas that exceed the NAAQS must prepare a state implementation plan that demonstrates how those areas will attain the standards within mandated time frames.

2.2.1.2 Hazardous Air Pollutants
The 1977 federal Clean Air Act amendments required EPA to identify national emission standards for hazardous air pollutants to protect public health and welfare. HAPs include certain volatile organic chemicals, pesticides, herbicides, and radionuclides that present a tangible hazard, based on scientific studies of exposure to humans and other mammals. Under the 1990 federal Clean Air Act Amendments, which expanded the control program for HAPs, 189 substances and chemical families were identified as HAPs.

2.2.2 State Regulations

2.2.2.1 Criteria Air Pollutants
The federal Clean Air Act delegates the regulation of air pollution control and the enforcement of the NAAQS to the states. In California, the task of air quality management and regulation has been legislatively granted to CARB, with subsidiary responsibilities assigned to air quality management districts and air pollution control districts at the regional and county levels. CARB, which became part of the California Environmental Protection Agency in 1991, is responsible for ensuring implementation of the California Clean Air Act of 1988, responding to the federal Clean Air Act, and regulating emissions from motor vehicles and consumer products.

CARB has established California Ambient Air Quality Standards (CAAQS), which are generally more restrictive than the NAAQS. The CAAQS describe adverse conditions; that is, pollution levels must be below these standards before a basin can attain the standard. Air quality is considered "in attainment" if pollutant levels are continuously below the CAAQS and violate the standards no more than once each year. The CAAQS for 03, CO, SO2 (1 -hour and 24 - hour), NO2, PMio, and PM2.5 and visibility -reducing particles are values that are not to be exceeded. All others are not to be equaled or exceeded. The NAAQS and CAAQS are presented in Table 1.

Table 1. Ambient Air Quality Standards
Pollutant
Averaging Time
California Standardsa
National Standardsb
Concentrations
Primarrd
Secondarre
1 hour

0.09 ppm (180 ag/m3)
—
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 1. Ambient Air Quality Standards
Pollutant
Averaging Time
California Standardsa
National Standardsb
Concentrations
Primaryc-d
SecondarycA
03 8 hours

0.070 ppm (137 µg/m3)

0.070 ppm (137
ag/m3)f
Same as primary
standardf
NO2g
1 hour

0.18 ppm (339 µg/m3)

0.100 ppm
(188 dg/m3)
Same as primary
standard
Annual arithmetic
mean

0.030 ppm (57 µg/m3)

0.053 ppm
(100 dg/m3)
CO
1 hour
20 ppm (23 mg/m3)
35 ppm
(40 mg/m3)
None
8 hours

9.0 ppm (10 mg/m3)
9 ppm
(10 mg/m3)
SO2h
1 hour

0.25 ppm (655 µg/m3)

0.075 ppm
(196 .1,g/m3)
—
3 hours
—
—

0.5 ppm
(1,300 µg/m3)
24 hours

0.04 ppm (105 µg/m3)

0.14 ppm
(for certain areas)g
-
Annual
—

0.030 ppm
(for certain areas)g
—
PMio'
24 hours
50 ag/m3
150 ..fg/m3
Same as primary
standard
Annual arithmetic
mean
20 µg/m3
—
PM2.5'
24 hours
—
35 µg/m3
Same as primary
standard
Annual arithmetic
mean
12 µg/m3

12.0 µg/m3

15.0 µg/m3
Lead*
30 -day average

1.5 µg/m3
—
—
Calendar quarter
—

1.5 µg/m3
(for certain areas)k
Same as primary
standard
Rolling 3 -month
average
—

0.15 µg/m3
Hydrogen
sulfide
1 hour

0.03 ppm (42 µg/m3)
—
—
Vinyl
chloridei
24 hours

0.01 ppm (26 µg/m3)
—
—
Sulfates
24- hours
25 pg/m3
—
—
Visibility
reducing
particles
8 hour (10:00
a.m. to 6:00 p.m.

PST)
Insufficient amount to
produce an extinction
coefficient of 0.23 per
kilometer due to the
number of particles when
the relative humidity is less
than 70%
—
—
Source: CARB 2016b.

Notes: 03 = ozone; ppm = parts per million by volume; µg/m3 = micrograms per cubic meter; NO2 = nitrogen dioxide; CO = carbon monoxide; mg/m3= milligrams per cubic meter; S02 = sulfur dioxide; PMio = coarse particulate matter; PM2.5 = fine particulate matter; PST = Pacific Standard Time.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT a California standards for 03, CO, SO2 (1 -hour and 24 -hour), NO2, suspended particulate matter (PMio, PM2.5), and visibility -reducing particles are values that are not to be exceeded. All others are not to be equaled or exceeded. CAAQS are listed in the Table of Standards in Section 70200 of Title 17 of the California Code of Regulations. b National standards (other than 03, NO2, S02, particulate matter, and those based on annual averages or annual arithmetic mean) are not to be exceeded more than once per year. The 03 standard is attained when the fourth highest 8 -hour concentration measured at each site in a year, averaged over 3 years, is equal to or less than the standard. For PMio, the 24 -hour standard is attained when the expected number of days per calendar year with a 24 -hour average concentration above 150 pg/m3 is equal to or less than 1. For PM2.5, the 24 -hour standard is attained when 98% of the daily concentrations, averaged over 3 years, are equal to or less than the standard.

Concentration expressed first in units in which it was promulgated. Equivalent units given in parentheses are based on a reference temperature of 25°C and a reference pressure of 760 torr. Most measurements of air quality are to be corrected to a reference temperature of 25 °C and a reference pressure of 760 torr; ppm in this table refers to ppm by volume, or micromoles of pollutant per mole of gas. d National primary standards: The levels of air quality necessary, with an adequate margin of safety, to protect the public health.

National secondary standards: The levels of air quality necessary to protect the public welfare from any known or anticipated adverse effects of a pollutant.

On October 1, 2015, the national 8 -hour 03 primary and secondary standards were lowered from 0.075 to 0.070 ppm. g To attain the national 1 -hour standard, the 3 -year average of the annual 98th percentile of the 1 -hour daily maximum concentrations at each site must not exceed 100 parts per billion (ppb). Note that the national 1 -hour standard is in units of ppb. California standards are in units of ppm. To directly compare the national 1 -hour standard to the California standards, the units can be converted from ppb to ppm. In this case, the national standard of 100 ppb is identical to 0.100 ppm. h On June 2, 2010, a new 1 -hour SO2 standard was established, and the existing 24 -hour and annual primary standards were revoked.

To attain the national 1 -hour standard, the 3 -year average of the annual 99th percentile of the 1 -hour daily maximum concentrations at each site must not exceed 75 ppb. The 1971 SO2 national standards (24 -hour and annual) remain in effect until 1 year after an area is designated for the 2010 standard, except that in areas designated nonattainment of the 1971 standards, the 1971 standards remain in effect until implementation plans to attain or maintain the 2010 standards are approved.

On December 14, 2012, the national annual PM2.5 primary standard was lowered from 15 µg/m3 to 12.0 µg/m3. The existing national 24 -hour PM2.5 standards (primary and secondary) were retained at 35 µg/m3, as was the annual secondary standard of 15 µg/m3.

The existing 24 -hour PMio standards (primary and secondary) of 150 µg/m3 were also retained. The form of the annual primary and secondary standards is the annual mean averaged over 3 years.

CARB has identified lead and vinyl chloride as TACs with no threshold level of exposure for adverse health effects determined. These actions allow for the implementation of control measures at levels below the ambient concentrations specified for these pollutants. k The national standard for lead was revised on October 15, 2008, to a rolling 3 -month average. The 1978 lead standard (1.5 pg/m3 as a quarterly average) remains in effect until 1 year after an area is designated for the 2008 standard, except that in areas designated nonattainment for the 1978 standard, the 1978 standard remains in effect until implementation plans to attain or maintain the 2008 standard are approved.

2.2.2.2 Toxic Air Contaminants
The state Air Toxics Program was established in 1983 under AB 1807 (Tanner). The California TAC list identifies more than 700 pollutants, of which carcinogenic and noncarcinogenic toxicity criteria have been established for a subset of these pollutants pursuant to the California Health and Safety Code. In accordance with AB 2728, the state list includes the (federal) HAPs. In 1987, the Legislature enacted the Air Toxics "Hot Spots" Information and Assessment Act of 1987 (AB 2588) to address public concern over the release of TACs into the atmosphere. AB 2588 law requires facilities emitting toxic substances to provide local air pollution control districts with information that will allow an assessment of the air toxics problem, identification of air toxics emissions sources, location of resulting hotspots, notification of the public exposed to significant risk, and development of effective strategies to reduce potential risks to the public over 5 years. TAC emissions from individual facilities are quantified and prioritized. "High -priority" facilities are required to perform a health risk assessment (HRA), and if specific thresholds are exceeded, the facility operator is required to communicate the results to the public in the form of notices and public meetings.

In 2000, CARB approved a comprehensive diesel risk reduction plan to reduce diesel emissions from both new and existing diesel -fueled vehicles and engines (CARB 2000). The regulation is anticipated to result in an 80% decrease in statewide diesel health risk in 2020 compared with the diesel risk in 2000. Additional regulations apply to new trucks and diesel fuel, including the On -Road Heavy Duty Diesel Vehicle (In -Use) Regulation, the On -Road Heavy Duty (New) Vehicle Program, the In -Use Off -Road Diesel Vehicle Regulation, and the New Off -Road Compression- DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Ignition (Diesel) Engines and Equipment program. These regulations and programs have timetables by which manufacturers must comply and existing operators must upgrade their diesel -powered equipment. There are several Airborne Toxic Control Measures that reduce diesel emissions, including In -Use Off -Road Diesel -Fueled Fleets (13 CCR 2449 et seq.) and In -Use On -Road Diesel -Fueled Vehicles (13 CCR 2025).

California Health and Safety Code Section 41700
This section of the Health and Safety Code states that a person shall not discharge from any source whatsoever quantities of air contaminants or other material that cause injury, detriment, nuisance, or annoyance to any considerable number of persons or to the public; or that endanger the comfort, repose, health, or safety of any of those persons or the public; or that cause, or have a natural tendency to cause, injury or damage to business or property. This section also applies to sources of objectionable odors.

2.2.3 Local Regulations

2.2.3.1 South Coast Air Quality Management District
The SCAQMD is the regional agency responsible for the regulation and enforcement of federal, state, and local air pollution control regulations in the Riverside County portion of the SSAB, where the project is located. The SCAQMD operates monitoring stations in the SSAB, develops rules and regulations for stationary sources and equipment, prepares emissions inventory and air quality management planning documents, and conducts source testing and inspections. The SCAQMD's Air Quality Management Plans (AQMPs) include control measures and strategies to be implemented to attain state and federal ambient air quality standards in the SSAB. The SCAQMD then implements these control measures as regulations to control or reduce criteria pollutant emissions from stationary sources or equipment.

The most recent is the 2016 AQMP (SCAQMD 2017), adopted by the SCAQMD governing board on March 3, 2017.

The 2016 AQMP is a regional blueprint for achieving air quality standards and healthful air. The 2016 AQMP represents a new approach, focusing on available, proven, and cost-effective alternatives to traditional strategies while seeking to achieve multiple goals in partnership with other entities promoting reductions in GHGs and toxic risk, as well as efficiencies in energy use, transportation, and goods movement (SCAQMD 2017). Because mobile sources are the principal contributor to the SSAB's air quality challenges, the SCAQMD has been and will continue to be closely engaged with CARB and the EPA, who have primary responsibility for these sources. The 2016 AQMP recognizes the critical importance of working with other agencies to develop funding and other incentives that encourage the accelerated transition of vehicles, buildings, and industrial facilities to cleaner technologies in a manner that benefits not only air quality but also local businesses and the regional economy. These "win -win" scenarios are key to implementation of this 2016 AQMP with broad support from a wide range of stakeholders.

On April 18, 2003, the EPA approved the 2003 Coachella Valley State Implementation Plan (2003 CVSIP), which addressed future -year attainment of the annual average PMio NAAQS with a 2006 attainment deadline. This federal standard was revoked, effective December 15, 2006. Since 2007, annual average PMio concentrations have met the revoked federal annual standard (50 µg/m3). The 2003 CVSIP also addressed continued attainment of the 24 - hour PMio federal standard, except for uncontrollable natural events. The 2016 AQMP does not include new modeling efforts for PMio. Since the mid -1990s, peak 24 -hour average PM10 concentrations have not exceeded the current federal standard (150 µg/m3) other than on days with windblown dust from natural events, which can be excluded upon EPA concurrence consistent with the Exceptional Event Rules and prior policies. The PMio data DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT from the Coachella Valley monitors shows attainment of the PMio 24 -hour NAAQS after the removal of the flagged high -wind exceptional events, for which SCAQMD supporting documentation will be submitted and subsequent EPA approval will be required. However, the EPA has requested that SCAQMD conduct additional ambient monitoring in the southeastern portion of the Coachella Valley before the redesignation can be considered. This new station has been in operation since 2013 in the community of Mecca, and redesignation will be revisited upon analysis of the required three full years of data.

The previous AQMP was the 2012 AQMP, which was adopted in February 2013 (SCAQMD 2013). The 2012 AQMP proposed policies and measures to achieve federal and state standards for improved air quality in the SSAB and those portions of the SSAB (formerly named the Southeast Desert Air Basin) that are under SCAQMD jurisdiction.

The 2012 AQMP is designed to meet applicable federal and state requirements for 03 and particulate matter. The 2012 AQMP documents that attainment of the federal 24 -hour PM2.5 standard is impracticable by 2015, and SSAB should be classified as a "serious" nonattainment area along with the appropriate federal requirements. The 2012 AQMP includes the planning requirements to meet the 1 -hour 03 standard. The 2012 AQMP demonstrates attainment of the federal 24 -hour PM2.5 standard by 2014 in the SSAB through adoption of all feasible measures.

Finally, the 2012 AQMP updates the EPA -approved 8 -hour 03 control plan with new measures designed to reduce reliance on the Clean Air Act Section 182(e)(5) long-term measures for NOx and VOC reductions. The 2012 AQMP reduction and control measures, which are outlined to mitigate emissions, are based on existing and projected land use and development. The EPA, with a final ruling on April 14, 2016, approved the Clean Air Act planning requirements for the 24 -hour PM2.5 standard portion and on September 3, 2014, approved the 1 -hour 03 Clean Air Act planning requirements.

Applicable Rules
Emissions that would result from mobile, area, and stationary sources during construction and operation of the project are subject to the rules and regulations of SCAQMD. The SCAQMD rules applicable to the project may include the following:
• Rule 401 - Visible Emissions: This rule establishes the limit for visible emissions from stationary sources. • Rule 402 - Nuisance: This rule prohibits the discharge of air pollutants from a facility that cause injury, detriment, nuisance, or annoyance to the public or damage to business or property. • Rule 403 - Fugitive Dust: This rule requires fugitive dust sources to implement best available control measures for all sources and prohibits all forms of visible particulate matter from crossing any property line. SCAQMD Rule 403 is intended to reduce PMio emissions from any transportation, handling, construction, or storage activity that has the potential to generate fugitive dust. • Rule 403.1 Rule 403.1 requires a Fugitive Dust Control Plan approved by South Coast AQMD or an authorized local government agency prior to initiating any construction/ earth -moving activity. These requirements are only applicable to construction projects with 5,000 or more square feet of surface area disturbance and therefore applicable to the proposed project. • Rule 431.2 - Sulfur Content of Liquid Fuels: The purpose of this rule is to limit the sulfur content in diesel and other liquid fuels for the purpose of reducing the formation of SOx and particulates during combustion and of enabling the use of add-on control devices for diesel -fueled internal combustion engines. The rule applies to all refiners, importers, and other fuel suppliers such as distributors, marketers, and retailers, as well as to users of diesel, low -sulfur diesel, and other liquid fuels for stationary -source applications in the SCAQMD. The rule also affects diesel fuel supplied for mobile sources.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT • Rule 1110.2 - Emissions from Gaseous- and Liquid -Fueled Engines: This rule applies to stationary and portable engines rated at greater than 50 horsepower (hp). The purpose of Rule 1110.2 is to reduce NOX, VOCs, and CO emissions from engines. Emergency engines, including those powering standby generators, are generally exempt from the emissions and monitoring requirements of this rule because they have permit conditions that limit operation to 200 hours or less per year as determined by an elapsed operating time meter. • Rule 1113 - Architectural Coatings: This rule requires manufacturers, distributors, and end users of architectural and industrial maintenance coatings to reduce VOC emissions from the use of these coatings, primarily by placing limits on the VOC content of various coating categories.

2.2.3.2 Coachella Valley Association of Governments
The City is within the jurisdiction of the Coachella Valley Association of Governments (CVAG), which participates in regional planning with the Southern California Association of Governments (SCAG). CVAG is, among other things, the regional transportation planning agency coordinating government services in the Coachella Valley. As the recognized transportation planning agency with the Riverside County Transportation Commission, it is CVAG's responsibility to prepare and adopt a Regional Transportation Plan (RTP) for the Coachella Valley. This is accomplished through the creation of the Transportation Project Prioritization Study (TPPS), which identifies and prioritizes transportation projects in the region. The CVAG developed its first TPPS in 1989, with subsequent report updates in 1993, 1999, 2005, and 2010. The most recent version was adopted on June 26, 2017 (CVAG 2017).

The TPPS includes growth projections for cities within the Coachella Valley. The projects and growth projections within the TPPS are fed into a larger regional planning effort by the SCAG. SCAG recently released its 2016 RTP, which includes the majority of projects seen within the TPPS. The SCAQMD 2016 AQMP applies the updated SCAG growth forecasts assumed in the 2016 RTP/SCS. Responding to the context of the RTP guidelines and California state legislation, CVAG's Active Transportation Plan, also within the TPPS, was designed to be completed simultaneously with the TPPS and Regional Arterial Cost Estimate documents. Together, this family of documents serves as CVAG's RTP, listing all regionally significant transportation projects, including roadway projects, active transportation projects, and other improvement projects that have been identified to benefit regional circulation within the Coachella Valley. The CVAG also developed fugitive dust ordinances that include (1) dust control plans for each construction project needing a grading permit; (2) plans to pave or chemically treat unpaved surfaces if daily vehicle trips exceed 150; (3) imposition of 15 mph speed limits for unpaved surfaces if daily vehicle trips do not exceed 150; (4) paving or chemical treatment of unpaved parking lots; and (5) actions to discourage use of unimproved property by off -highway vehicles.

SCAG has developed Connect SoCal, the 2020-2045 RTP/SCS, which is a long-range visioning plan that balances future mobility and housing needs with economic, environmental and public health goals. Connect SoCal charts a path toward a more mobile, sustainable and prosperous region by making connections between transportation networks, between planning strategies and between the people whose collaboration can improve the quality of life for Southern Californians. Connect SoCal embodies a collective vision for the region's future and is developed with input from local governments, county transportation commissions, tribal governments, non-profit organizations, businesses and local stakeholders within the counties of Imperial, Los Angeles, Orange, Riverside, San Bernardino and Ventura. Connect SoCal was adopted by the regional council on September 3, 2020.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT

2.2.3.3 City of Rancho Mirage
As discussed in the City's General Plan (City of Rancho Mirage 2017), policies pertaining to improving air quality are addressed in Chapter 6, Air Quality Element. The Air Quality Element is intended to protect the public's health and welfare by implementing measures that allow the South Coast Air Basin to attain Federal and State air quality standards. To achieve this goal, the Element sets forth a number of programs to reduce current pollution emissions and to require new development to include measures to comply with air quality standards.

Goals directly applicable to air quality are described below.

GOAL AQ 1
Preservation and enhancement of regional air quality for the protection of the health and welfare of the community as a whole.

POLICY AQ 1.1
The City shall coordinate and cooperate with CVAG and SCAQMD in the ongoing monitoring and management of major pollutants affecting Rancho Mirage and the region, with particular focus on PM10.

PROGRAM AQ 1.1A
Participate, through CVAG and SCAQMD, in the monitoring of all air pollutants of regional concern on a continuous basis, and maintain records of trends in regional air quality. Provide all required reporting for inclusion in SCAQMD's annual report.

PROGRAM AQ 1.1B
Make SCAQMD's Air Quality Management manual available to encourage and facilitate self -regulation to the greatest extent practical.

PROGRAM AQ 1.1C
Coordinate with developers and encourage the phasing and staging of development to assure the lowest construction related pollutant emission levels practical. Impose mitigation measures, including the use of water trucks and temporary irrigation systems, as well as other measures that will effectively limit fugitive dust emissions resulting from construction or other site disturbance.

PROGRAM AQ 1.1D
Maintain and operate a street sweeping program for public roadways to minimize litter and PM10 emissions.

PROGRAM AQ 1.1E
Encourage private development to utilize street sweeping services for private roadways.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT POLICY AQ 1.2
The City shall promote the development of pedestrian -oriented retail centers, as well as community wide multi use trails and bike paths, dedicated bike lanes, and other desirable alternatives to motor vehicle traffic.

POLICY AQ 1.3
The City shall promote the appropriate and cost-effective development and coordination of mass transit/ shuttle service linking residential, shopping, resort, and commercial centers of Rancho Mirage, and participate with CVAG, the Southern California Association of Governments, and public and private service providers to improve and optimize regional transportation services.

POLICY AQ 1.4
The City shall encourage the use of clean alternative energy sources for transportation, heating, and cooling whenever practical.

PROGRAM AQ 1.4A
Consider the use of compressed natural gas and electric powered vehicles, as well as other alternative and/or renewable energy sources to the extent cost-effective.

PROGRAM AQ 1.4B
Require the installation of electric vehicle charging stations, as a ratio of total required parking, for new commercial projects.

POLICY AQ 1.5
The City shall review all development proposals for potential adverse effects on air quality and require mitigation of any significant impacts.

PROGRAM AQ 1.5A
Conduct an initial study and, as appropriate, require detailed air quality analyses for all applications that have the potential to adversely affect air quality.

PROGRAM AQ 1.5B
Require projects with the potential to generate significant levels of air pollutants to incorporate air pollution mitigation in their design and operation, and to utilize the most advanced technological methods feasible.

PROGRAM AQ 1.5C
To the extent feasible, monitor the effectiveness of transportation management programs of employers, which may include coordinated carpooling, off-peak shift times, employee flex time, and other components.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT As future demand warrants, promote and support the development of a "Park and Ride" program to decrease existing and future traffic levels in the community.

PROGRAM AQ 1.5D
Require all building, both residential and commercial, to be electric vehicle charging station ready.

PROGRAM AQ 1.6D
The City shall require air quality studies for projects that are proposed within 500 feet of I-10, and which include sensitive receptors.

POLICY AQ 1.6
The City shall strive towards achieving a level -of -service C (see Circulation Element) on all roadways to improve traffic flow, minimize idling time, and reduce air emissions.

2.3 Recional and Local Air Quality Conditions

2.3.1 Coachella Valley Portion of the Salton Sea Air Basin Attainment Designation
Pursuant to the 1990 federal Clean Air Act amendments, EPA classifies air basins (or portions thereof) as "attainment" or "nonattainment" for each criteria air pollutant, based on whether the NAAQS have been achieved.

Generally, if the recorded concentrations of a pollutant are lower than the standard, the area is classified as "attainment" for that pollutant. If an area exceeds the standard, the area is classified as "nonattainment" for that pollutant. If there is not enough data available to determine whether the standard is exceeded in an area, the area is designated as "unclassified" or "unclassifiable." The designation of "unclassifiable/attainment" means that the area meets the standard or is expected to be meet the standard despite a lack of monitoring data. Areas that achieve the standards after a nonattainment designation are redesignated as maintenance areas and must have approved Maintenance Plans to ensure continued attainment of the standards. The California Clean Air Act, like its federal counterpart, called for the designation of areas as "attainment" or "nonattainment," but based on CAAQS rather than the NAAQS. Table 2 depicts the current attainment status of the project site with respect to the NAAQS and CAAQS, and outlines attainment classifications for the criteria pollutants.

Table 2. Coachella Valley Portion of the Salton Sea Air Basin Attainment Classification Pollutant
Designation/Classification
Federal Standards
State Standards
Ozone (O3) - 1 hour
No federal standard
Nonattainment
Ozone (O3) - 8 hour
Severe nonattainment
Nonattainment
Nitrogen dioxide (NO2)
Unclassifiable/attainment
Attainment
Carbon monoxide (CO)
Unclassifiable/attainment
Attainment
Sulfur dioxide (SO2)
Unclassifiable/attainment
Attainment
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 2. Coachella Valley Portion of the Salton Sea Air Basin Attainment Classification Pollutant
Designation/Classification
Federal Standards
State Standards
Coarse particulate matter (PMio)
Serious nonattainment
Nonattainment
Fine particulate matter (PM2.5)
Unclassifiable/attainment
Attainment
Lead (Pb)
Unclassifiable/attainment
Attainment
Hydrogen sulfide
No federal standard
Unclassified
Sulfates
No federal standard
Attainment
Visibility -reducing particles
No federal standard
Unclassified
Vinyl chloride
No federal standard
No designation
Sources: SCAQMD 2017.

Notes: Bold text = not in attainment; attainment = meets the standards; attainment/maintenance = achieve the standards after a nonattainment designation; nonattainment = does not meet the standards; unclassified or unclassifiable = insufficient data to classify; unclassifiable/attainment = meets the standard or is expected to be meet the standard despite a lack of monitoring data.

In summary, the SSAB is designated as a nonattainment area for federal and state O3 standards and federal and state PMiostandards. The SSAB is designated as an attainment area for federal and state CO, PM2.5, NO2, and SO2 standards.

Despite the current nonattainment status, air quality within the SSAB has generally improved since the inception of air pollutant monitoring in 1976. This improvement is mainly due to lower -polluting on -road motor vehicles, more stringent regulation of industrial sources, and the implementation of emission reduction strategies by the SCAQMD.

This trend toward cleaner air has occurred in spite of continued population growth. Despite this growth, air quality has improved significantly over the years, primarily due to the impacts of the region's air quality control program.

PMio levels have declined almost 50% since 1990, and PM2.5 levels have also declined 50% since measurements began in 1999 (SCAQMD 2013). Similar improvements are observed with O3, although the rate of O3 decline has slowed in recent years.

2.3.2 Local Ambient Air Quality
CARB, air districts, and other agencies monitor ambient air quality at approximately 250 air quality monitoring stations across the state. SCAQMD monitors local ambient air quality in the region of the project site. Air quality monitoring stations usually measure pollutant concentrations 10 feet above ground level; therefore, air quality is often referred to in terms of ground -level concentrations. The most recent background ambient air quality data from 2017 to 2019 are presented in Table 3. The Palm Springs monitoring station, located at 590 Racquet Club Road, Palm Springs, California, is the nearest air quality monitoring station to the project site, located approximately 12.6 miles northwest of the project site. The data collected at this station are considered representative of the air quality experienced in the project vicinity. Air quality data for O3, CO, NO2, PMio, and PM2.5from the Palm Springs monitoring station are provided in Table 3. Because SO2 measurements are not monitored at the Palm Springs monitoring station, the measurements were taken from the Rubidoux monitoring station (1588 Mission Boulevard, Rubidoux, California, approximately 69 miles northwest of the project site). The number of days exceeding the ambient air quality standards is also shown in Table 3.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 3. Local Ambient Air Quality Data
Monitoring
Station
Unit
Averaging
Time
Agency/
Method
Ambient Air
Quality
Standard
Measured Concentration
by Year
Exceedances by Year
2017
2018
12019
2017
2018
2019
Ozone (O3)
Palm
Springs
ppm
Maximum
1 -hour
concentration
State

0.09 0.113

0.111

0.100
18 11
5 ppm
Maximum
8 -hour
concentration
State

0.070

0.097

0.099

0.084
63 58
34 Federal

0.070

0.097

0.099

0.085
57 56
39 Nitrogen Dioxide (NO2)
Palm
Springs
ppm
Maximum
1 -hour
concentration
State

0.18 0.043

0.043

0.041
0 0
0 Federal

0.100

0.043

0.041
0 0
0 ppm
Annual
concentration
State

0.030

0.007

0.00726
0 0
0 Federal

0.053

0.0065

0.0068

0.00726
0 0
0 Carbon Monoxide (CO)
Palm
Springs
ppm
Maximum
1 -hour
concentration
State
20 1

1.1 1.3
0 0
0 Federal
35 1

1.1 1.3
0 0
0 ppm
Maximum
8 -hour
concentration
State

9.0 0.4

0.8 0.7
0 0
0 Federal
9 0.4

0.8 0.7
0 0
0 Sulfur Dioxide (SO2)
Rubidoux
ppm
Maximum
1 -hour
concentration
Federal

0.075

0.0025

0.0017

0.0018
0 0
0 ppm
Maximum
24 -hour
concentration
Federal

0.14 0.0012

0.0009

0.0009
0 0
0 ppm
Annual
concentration
Federal

0.030

0.00029

0.00045

0.00042
0 0
0 Coarse Particulate Matter (PMio)b
Palm
Springs
,µg/m3
µg/m3
Maximum
24 -hour
concentration
State
50 60.5

37.4 51.8
-
0 6
Federal
150
105.6
422.3

75.6 0
2 0
Annual
concentration
State
20 ND

20.1 19.9
-
-
-
Fine Particulate Matter (PM2.5)b
Palm
Springs
µg/m3
Maximum
24 -hour
concentration
Federal
35 14.5

30.2 15.5
0 0
0 µg/m3
Annual
concentration
State
12 6.0

6.0 6.0
0 -
-
Federal

12.0 6.0

6.0 6.0
0 -
-
Sources: CARB 2016b; EPA 2018b.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Notes: ppm = parts per million by volume; ND = insufficient data available to determine the value; - = not available; µg/m3 = micrograms per cubic meter.

Data taken from CARB iADAM (CARB 2020) and EPA AirData ( http://www.epa.gov/airdata/) represent the highest concentrations experienced over a given year.

Exceedances of federal and state standards are only shown for 03 and particulate matter. Daily exceedances for particulate matter are estimated days because PMio and PM2.5 are not monitored daily. All other criteria pollutants did not exceed federal or state standards during the years shown. There is no federal standard for 1 -hour ozone, annual Pk/ or 24 -hour S02, nor is there a state 24 -hour standard for PM2.5.
a Mean does not satisfy minimum data completeness criteria. b Measurements of PMio and PM2.5 are usually collected every 6 days and every 1 to 3 days, respectively. Number of days exceeding the standards is a mathematical estimate of the number of days concentrations would have been greater than the level of the standard had each day been monitored. The numbers in parentheses are the measured number of samples that exceeded the standard.

2.4 Significance Criteria and Methodology

2.4.1 Thresholds of Significance
The significance criteria used to evaluate the project impacts to air quality is based on the recommendations provided in Appendix G of the CEQA Guidelines. For the purposes of this air quality analysis, a significant impact would occur if the project would (14 CCR 15000 et seq.):

1. Conflict with or obstruct implementation of the applicable air quality plan.

2. Result in a cumulatively considerable new increase of any criteria pollutant for which the project region is nonattainment under an applicable federal or state ambient air quality standard.

3. Expose sensitive receptors to substantial pollutant concentrations.

4. Result in other emissions (such as those leading to odors) adversely affecting a substantial number of people.

Appendix G of the CEQA Guidelines (14 CCR 15000 et seq.) indicates that, where available, the significance criteria established by the applicable air quality management district or air pollution control district may be relied upon to determine whether the project would have a significant impact on air quality.

The SCAQMD has established Air Quality Significance Thresholds, as revised in April 2019, that set forth quantitative emission significance thresholds below which a project would not have a significant impact on ambient air quality under existing and cumulative conditions. The quantitative air quality analysis provided herein applies the SCAQMD thresholds identified in Table 4 to determine the potential for the project to result in a significant impact under CEQA.

Table 4. SCAQMD Air Quality Significance Thresholds
Criteria Pollutants Mass Daily Thresholds
Pollutant
Construction (Pounds per Day)
Operation (Pounds per Day)
VOCs
75 55
NOx
100
55 CO
550
550
Sox
150
150
PMio
150
150
PM2.5
55 55
Leada
3 3
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 4. SCAQMD Air Quality Significance Thresholds
Criteria Pollutants Mass Daily Thresholds
Pollutant
Construction (Pounds per Day)
Operation (Pounds per Day)
TACs and Odor Thresholds
TACsb
Maximum incremental cancer risk ≥ 10 in 1 million
Chronic and acute hazard index ≥ 1.0 (project increment) Odor
Project creates an odor nuisance pursuant to SCAQMD Rule 402 Ambient Air Quality Standards for Criteria Pollutants
NO2 1 -hour average
NO2 annual arithmetic mean
SCAQMD is in attainment; project is significant if it causes or contributes to an exceedance of the following attainment standards:

0.18 ppm (state)

0.030 ppm (state) and 0.0534 ppm (federal)
CO 1 -hour average
CO 8 -hour average
SCAQMD is in attainment; project is significant if it causes or contributes to an exceedance of the following attainment standards:
20 ppm (state) and 35 ppm (federal)

9.0 ppm (state/federal)
PMio 24 -hour average
PMio annual average

10.4 µg/m3 (construction)d

2.514/m3 (operation)

1.01.4/m3
PM2.5 24 -hour average

10.4 µg/m3 (construction)d

2.514/m3 (operation)
Source: SCAQMD 2019.

Notes: SCAQMD = South Coast Air Quality Management District; VOC = volatile organic compounds; NOx = oxides of nitrogen; CO = carbon monoxide; SOx = sulfur oxides; PMio = coarse particulate matter; PM2.5 = fine particulate matter; TAC = toxic air contaminant; NO2 = nitrogen dioxide; ppm = parts per million by volume; µg/m3 = micrograms per cubic meter.

GHG emissions thresholds for industrial projects, as added in the March 2015 revision to the SCAQMD Air Quality Significance Thresholds, were not include included in Table 4 as they are addressed within the GHG emissions analysis and not the air quality study. a The phaseout of leaded gasoline started in 1976. Since gasoline no longer contains lead, the project is not anticipated to result in impacts related to lead; therefore, it is not discussed in this analysis. b TACs include carcinogens and noncarcinogens.
e Ambient air quality standards for criteria pollutants are based on SCAQMD Rule 1303, Table A-2, unless otherwise stated. d Ambient air quality threshold are based on SCAQMD Rule 403. • For Coachella Valley, the mass daily thresholds for operation are the same as the construction thresholds.

The evaluation of whether the project would conflict with or obstruct implementation of the applicable air quality plan (Impact AQ-1) is based on the SCAQMD CEQA Air Quality Handbook (SCAQMD 1993), Chapter 12, Sections 12.2 and

12.3. The first criterion assesses if the project would result in an increase in the frequency or severity of existing air quality violations or cause or contribute to new violations, or delay the timely attainment of air quality standards of the interim emissions reductions specified in the AQMP, which is addressed in detail in Section 2.5.2, Threshold AQ-2, of this report. The second criterion is if the project would exceed the assumptions in the AQMP or increments based on the year of project buildout and phase, as discussed further in Section 2.5.1, Threshold AQ-1, of this report.

To evaluate the potential for the project to result in a cumulatively considerable new increase of any criteria pollutant for which the project region is nonattainment under an applicable federal or state ambient air quality standard (Threshold AQ-2), this analysis applies the SCAQMD's construction and operational criteria pollutants mass daily thresholds, as shown in Table 4. A project would result in a cumulatively considerable new increase of any criteria pollutant for which the project region is nonattainment under an applicable federal or state ambient air DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT quality standard, if the project's construction or operational emissions would exceed the SCAQMD VOC or NOx thresholds shown in Table 4. These emissions -based thresholds for 03 precursors are intended to serve as a surrogate for an "ozone significance threshold" (i.e., the potential for adverse 03 impacts to occur). This approach is used because 03 is not emitted directly (see the discussion of 03 and its sources in Section 2.1.2, Pollutants and Effects), and the effects of an individual project's emissions of 03 precursors (VOC and NOx) on 03 levels in ambient air cannot be determined through air quality models or other quantitative methods.

The assessment of the project's potential to expose sensitive receptors to substantial pollutant concentrations (Section 2.5.3, Threshold AQ-3) includes a localized significance threshold (LST) analysis and CO hotspot assessment, as recommended by the SCAQMD. For project sites of 5 acres or less, the SCAQMD LST Methodology (2009) includes lookup tables that can be used to determine the maximum allowable daily emissions that would satisfy the localized significance criteria (i.e., the emissions would not cause an exceedance of the applicable concentration limits for NO2, CO, PMio, and PM2.5) without performing project -specific dispersion modeling. Although the proposed development area of the site is greater than 5 acres (estimated to be 16.48 acres), the project would disturb less than 5 acres in 1 day, as discussed in detail in the following text, so it is appropriate to use the lookup tables for the LST evaluation.

The LST significance thresholds for NO2 and CO represent the allowable increase in concentrations above background levels in the vicinity of a project that would not cause or contribute to an exceedance of the relevant ambient air quality standards, while the threshold for PMio represents compliance with Rule 403 (Fugitive Dust). The LST significance threshold for PM2.5 is intended to ensure that construction emissions do not contribute substantially to existing exceedances of the PM2.5 ambient air quality standards. The allowable emission rates depend on the following parameters:

1. Source -receptor area (SRA) in which the project is located

2. Size of the project site

3. Distance between the project site and the nearest sensitive receptor (e.g., residences, schools, hospitals) The project site is located in SRA 30 (Coachella Valley). The SCAQMD provides guidance for applying California Emissions Estimator Model (CaIEEMod) to the LSTs. LST pollutant screening level concentration data is currently published for 1-, 2-, and 5 -acre sites for varying distances. The maximum number of acres disturbed on the peak day was estimated using the "Fact Sheet for Applying CaIEEMod to Localized Significance Thresholds" (SCAQMD 2011), which provides estimated acres per 8 -hour day for crawler tractors, graders, rubber -tired dozers, and scrapers. Based on the construction schedule, it was assumed that one grader, one rubber -tired dozer, two scrappers and two crawler tractors (CaIEEMod category: tractor/loader/backhoes) would be used based on the applicant provide construction equipment schedule. CaIEEMod default values assume that during an 8 -hour day, graders, rubber -tired dozers and crawler tractors can each disturb a maximum of 0.5 acres and scrapers each disturb one acre. This results in a total of 4 acres disturbed per day from the equipment.

The nearest sensitive -receptor land use (a residence) is located approximately of 25 meters (82 feet) south of the project's limits of construction. As such, the LST receptor distance was assumed to be 25 meters (82 feet). Because threshold values at 4 acres are not directly provided in look up table, thresholds were determined thought interpolation between thresholds provided for 2 acres and 5 acres. The LST values from the SCAQMD lookup tables for SRA 30 for a 4 -acre project site and a receptor distance of 25 meters (82 feet) are shown in Table 5.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 5. Localized Significance Thresholds for Source -Receptor Area 30 (Coachella Valley) Pollutant
Threshold
(Pounds per Day)
NO2
266.33
CO
1,961
PMio

11.67 PM2.5

7.00 Source: SCAQMD 2009.

Notes: NO2 = nitrogen dioxide; CO = carbon monoxide; PMio= coarse particulate matter; PM2.5 = fine particulate matter.

LST thresholds were determined based on the values for 4 -acre site at a distance of 25 meters (82 feet) from the nearest sensitive receptor.

The potential for the project to result in an odor impact (Section 2.5.4, Threshold AQ-4) is based on the project's land use type and operational activity, and the potential for the project to create an odor nuisance pursuant to SCAQMD Rule 402.

2.4.2 Approach and Methodology

2.4.2.1 Construction Emissions
Construction of the proposed Project would result in the temporary addition of pollutants to the local airshed caused by on -site sources (e.g., off -road construction equipment, soil disturbance, VOC off -gassing from architectural coatings and asphalt pavement application) and off -site sources (e.g., vendor trucks, haul trucks, and worker vehicle trips). Specifically, entrained dust results from the exposure of earth surfaces to wind from the direct disturbance and movement of soil, resulting in PMio and PM2.5 emissions. Internal combustion engines used by construction equipment, haul trucks, vendor trucks (i.e., delivery trucks), and worker vehicles would result in emissions of VOC, NOX, CO, PMio, and PM2.5. Construction emissions can vary substantially from day to day depending on the level of activity; the specific type of operation; and, for dust, the prevailing weather conditions.

Application of architectural coatings, such as exterior paint and other finishes, and application of asphalt pavement would also produce VOC emissions. VOC off -gassing emissions result from evaporation of solvents contained in surface coatings such as in paints and primers used during construction of the facility. CaIEEMod calculates the VOC evaporative emissions from application of surface coatings based on the VOC emissions factor, the building square footage, and the assumed fraction of surface area. No-VOC paint, defined as paint with a VOC content of 5 grams/liter or less, is proposed for the project.

The proposed project would be required to comply with SCAQMD Rule 403 (Fugitive Dust) to control dust emissions generated during any dust -generating activities. Standard construction practices that would be employed to reduce fugitive dust emissions include watering of the active dust areas up to two times per day, depending on weather conditions. Rule 403.1 is a supplemental rule to Rule 403 and is applicable to man-made sources of fugitive dust in Coachella Valley. Rule 403.1 requires a Fugitive Dust Control Plan approved by South Coast AQMD or an authorized local government agency prior to initiating any construction/ earth -moving activity. These requirements are only applicable to construction projects with 5,000 or more square feet of surface area disturbance and therefore applicable to the proposed project.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Emissions from the construction phase of the proposed project were estimated using CaIEEMod version 2020.04.0.

For a conservative emission estimation, construction is assumed to begin in February 1, 2023, and conclude in November of 2024. In the event actual construction proceeds longer into year 2024, this analysis provides a conservative approach resulting in slightly higher daily emissions and annual emissions. A detailed depiction of expected construction schedules, including information regarding phasing, equipment used during each phase, trucks, and worker vehicles, is provided in Appendix A, CaIEEMod Output Files.

General construction equipment modeling assumptions are provided in Table 6. The applicant provided project specific values for equipment mix for all construction phase. Equipment horsepower, and load factors were based on CaIEEMod defaults. The project site is currently vacant and site preparation included clearing and grubbing has previously been performed and as such is not part of this analysis.

During the grading phase of construction, it is anticipated that approximately 6,920 cubic yards of material would be exported and no material would be imported. For the analysis, it was generally assumed that heavy-duty construction equipment would be operating at the site 5 days per week. Detailed construction equipment modeling assumptions are provided in Appendix A.

Table 6. Construction Scenario Assumptions
Construction
Phase
One -Way Vehicle Trips
Equipment
Schedule
Average
Daily
Worker
Trips
Average
Daily
Vendor
Truck
Trips
Total
Haul
Truck
Trips
Types
Quantity
Usage
Hours
Start Date
Finish
Date
Grading
10 8
692
Graders
1 8
2/1/2023
3/21/202
3 Rubber -Tired
Dozers
1 8
Tractors/
Loaders/
Backhoes
2 8
Scrapers
2 8
Excavator
2 8
Building
Construction
50 46
60 Cranes
1 7
3/22/202
3 8/20/202
4 Forklifts
3 8
Generator Sets
1 8
Tractors/
Loaders/
Backhoes
3 7
Welders
1 8
Paving
20 20
197
Pavers
2 8
8/21/202
4 9/17/202
4 Paving
Equipment
2 8
Rollers
2 8
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 6. Construction Scenario Assumptions
Construction
Phase
One -Way Vehicle Trips
Equipment
Schedule
Average
Daily
Worker
Trips
Average
Daily
Vendor
Truck
Trips
Total
Haul
Truck
Trips
Types
Quantity
Usage
Hours
Start Date
Finish
Date
Architectural
Coating/
Finish Phase
70 60
380
Air Compressors
1 6
9/18/202
4 10/15/20
24 Notes: See Appendix A for details.

Two one-way trips will be assumed per worker, per haul truck, and per vendor truck

2.4.2.2 Operational Emissions
Operation of the proposed project would produce VOC, NOx, CO, SOx, PMio, and PM2.5 emissions associated with vehicular traffic, area sources (consumer products, architectural coatings, landscaping equipment), energy sources (natural gas, appliances, and space and water heating), and stationary sources (emergency generator). CaIEEMod was used to estimate daily emissions from these operational sources including modelling the emissions of a 1,200 hp) diesel -fired emergency generator based on 1 hour per day and 50 hours per year of operation per SCAQMD Rule 1470, which limits emergency generators to 50 hours of use per year for maintenance and testing. CaIEEMod default emission factors were used for the proposed generator, corresponding with the install dates.

Area Sources
CaIEEMod was used to estimate operational emissions from area sources, including emissions from consumer product use, architectural coatings, and landscape maintenance equipment. Emissions associated with natural gas usage in space heating, water heating, and stoves are calculated in the building energy use module of CaIEEMod, as described in the following text.

Consumer products are chemically formulated products used by household and institutional consumers, including detergents; cleaning compounds; polishes; floor finishes; cosmetics; personal care products; home, lawn, and garden products; disinfectants; sanitizers; aerosol paints; and automotive specialty products. Other paint products, furniture coatings, or architectural coatings are not considered consumer products (CAPCOA 2017). Consumer product VOC emissions are estimated in CaIEEMod based on the floor area of residential and nonresidential buildings and on the default factor of pounds of VOC per building square foot per day. For parking lot land uses, CaIEEMod estimates VOC emissions associated with use of parking surface degreasers based on a square footage of parking surface area and pounds of VOC per square foot per day.

VOC off -gassing emissions result from evaporation of solvents contained in surface coatings such as in paints and primers using during building maintenance. CaIEEMod calculates the VOC evaporative emissions from application of residential and nonresidential surface coatings based on the VOC emission factor, the building square footage, the assumed fraction of surface area, and the reapplication rate. The VOC emission factor is based on the VOC content of the surface coatings, and SCAQMD's Rule 1113 (Architectural Coatings) governs the VOC content for interior and exterior coatings. The model default reapplication rate of 10% of area per year DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT is assumed. Consistent with CalEEMod defaults, it is assumed that the non-residential surface area for painting equals 2.0 times the floor square footage, with 75% assumed for interior coating and 25% assumed for exterior surface coating. For the parking surface area, the architectural coating area is assumed to be 6% of the total square footage, consistent with the supporting CaIEEMod studies provided as an appendix to the CalEEMod User's Guide (CAPCOA 2017).

Landscape maintenance includes fuel combustion emissions from equipment such as lawn mowers, rototillers, shredders/grinders, blowers, trimmers, chain saws, and hedge trimmers. The emissions associated from landscape equipment use are estimated based on CaIEEMod default values for emission factors (grams per residential dwelling unit per day and grams per square foot of nonresidential building space per day) and number of summer days (when landscape maintenance would generally be performed) and winter days.

Energy Sources
As represented in CalEEMod, energy sources include emissions associated with building electricity and natural gas usage (non -hearth). Electricity use would contribute indirectly to criteria air pollutant emissions; however, the emissions from electricity use are only quantified for GHGs in CalEEMod, since criteria pollutant emissions occur at the site of the power plant, which is typically off site. For energy use from residential and nonresidential buildings, CalEEMod energy intensity values (natural gas usage per square foot per year) assumptions were based on the California Commercial End -Use Survey database. CaIEEMod default values for energy consumption were applied for the project analysis.

Mobile Sources
The proposed project would generate criteria pollutant emissions from mobile sources (vehicular traffic). On -road vehicular emissions associated with the proposed project operation were modeled using trip generation rates for the Ritz -Carlton residences, Sky Mesa Restaurant, and weekend special events at the project venue space estimated by Urban Crossroads (2020a). The venue space was modeled in CalEEMod as an arena. Additional modeled land uses include the parking garage with elevator, swimming pools, driveway parking and paved roads.

2.5 Impact Analysis

2.5.1 Threshold AQ-1
Would the project conflict with or obstruct implementation of the applicable air quality plan? As previously discussed, the project site is located within the SSAB under the jurisdiction of the SCAQMD, which is the local agency responsible for administration and enforcement of air quality regulations for the area. The SCAQMD has established criteria for determining consistency with the AQMP, currently the 2016 AQMP, in Chapter 12, Sections 12.2 and 12.3, in the SCAQMD CEQA Air Quality Handbook (SCAQMD 1993). The criteria are as follows (SCAQMD 1993):

Consistency Criterion No. 1: The proposed project will not result in an increase in the frequency or severity of existing air quality violations or cause or contribute to new violations, or delay the timely attainment of air quality standards of the interim emissions reductions specified in the AQMP.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Consistency Criterion No. 2: The proposed project will not exceed the assumptions in the AQMP or increments based on the year of project buildout and phase.

Consistency Criterion No. 1
Section 2.5.2, Threshold AQ-2, evaluates the project's potential impacts in regards to CEQA Guidelines Appendix G Threshold 2 (will the project result in a cumulatively considerable new increase of any criteria pollutant for which the project region is nonattainment under an applicable federal or state ambient air quality standard). As discussed in Section 2.5.2, the project would not result in a significant and unavoidable impact associated with the violation of an air quality standard. Because the project would not result in an increase in the frequency or severity of existing air quality violations or cause or contribute to new violations, the project would not conflict with Consistency Criterion No. 1 of the SCAQMD CEQA Air Quality Handbook.

Consistency Criterion No. 2
While striving to achieve the NAAQS and CAAQS for 03 and PMio through a variety of air quality control measures, the 2016 AQMP also accommodates planned growth in the SSAB. Projects are considered consistent with, and would not conflict with or obstruct implementation of, the AQMP if the growth in socioeconomic factors (e.g., population, employment) is consistent with the underlying regional plans used to develop the AQMP (per Consistency Criterion No. 2 of the SCAQMD CEQA Air Quality Handbook).

The potential of the proposed project to exceed the assumptions in the AQMP or increments based on the year of project buildout and phase is primarily assessed by determining consistency between the proposed project's land use designations and its potential to generate population growth. In general, projects are considered consistent with, and not in conflict with or obstruct implementation of, the AQMP if the growth they produce in socioeconomic factors is consistent with the underlying regional plans used to develop the AQMP (SCAQMD 1993).

The project site is currently zoned Resort Hotel (Rs -H) and Open Space: Mountain Reserve (MR) in the General Plan (City of Rancho Mirage 2017). The proposed hotel suites and villas are located on the Rs -H zoned property and therefore consistent with the General Plan designation. This designation allows for the development of hotels and destination resorts with limited, ancillary commercial uses, such as spas, recreational facilities, restaurants, lounges, and small retail shops that directly support the primary use. The Sky Mesa is located on the MR zoned portion of the project site, which is assigned to public lands or property subject to conservation easements in the Santa Rosa Mountains. Uses are limited to recreational activities, such as hiking or equestrian and non -motorized bike trails and facilities consistent with the need to protect sensitive biological resources. Vehicular access is not permitted in this designation. Under existing conditions, the Sky Mesa portion of the project would conflict with the underlying land use designations. However, as part of the proposed project, the applicant is proposing an amendment to the City's General Plan that would expand the Resort Hotel (Rs -H) designation and zoning to encompass the Sky Mesa portion of the site, which is a privately owned property and not public land. Per the description of allowable uses for Rs -H outlined above, the Sky Mesa Recreation Area would be consistent with Rs -H zone. With future approval and adoption of the zone change by City Council, the proposed project would not conflict with the City's General Plan with regard to allowable land uses.

SCAG reported the City's population to be 18,739 persons as of 2018 (SCAG 2019). In 2018, the City had a total of 14,492 housing units, and in 2017, the City had a total of 16,902 jobs (SCAG 2019). By 2040, SCAG projected the City to have a population of 25,000 persons and 20,500 jobs (SCAG 2016). According to the City's General Plan Housing Element (City of Rancho Mirage 2017), the 2014-2021 RHNA determined that the City needed a total of DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT 95 housing units. The proposed project would construct 106 residential units. However, these residential units would operate similar to time-share properties and therefore future residents would not be in the proposed residential units year-round. Because the proposed residential units are not typical residential units that residents cannot occupy year-round, theses housing units do not count towards the RHNA housing unit determination. SCAG's Local Profile Report for the City of Rancho Mirage indicated that the City's average household size was two persons per dwelling unit as of 2018 (SCAG 2019). Using these assumptions, implementation of the proposed project would have the potential to increase the City's population by 216 persons. This population increase would comply with SCAG's projected population increase for the City. Accordingly, the proposed project is consistent with the SCAG RTP/SCS forecasts used in the SCAQMD AQMP development.

Summary
As described previously, the project would not result in an increase in the frequency or severity of existing air quality violations or cause or contribute to new violations, and would not conflict with Consistency Criterion No. 1.

Implementation of the project would be not exceed the demographic growth forecasts for the City; therefore, the project would also be consistent with the SCAQMD 2016 AQMP, which based future emission estimates on the SCAG 2016 RTP/SCS. Thus, the project would not conflict with Consistency Criterion No. 2. Based on these considerations, impacts related to the project's potential to conflict with or obstruct implementation of the applicable air quality plan would be less than significant.

2.5.2 Threshold AQ-2
Would the project result in a cumulatively considerable net increase of any criteria pollutant for which the project region is in nonattainment under an applicable Federal or State ambient air quality standard? A quantitative analysis was conducted to determine whether proposed activities might result in emissions of criteria air pollutants that may cause exceedances of the NAAQS or CAAQS, or cumulatively contribute to existing nonattainment of ambient air quality standards. Criteria air pollutants include ozone (03), nitrogen dioxide (NO2), carbon monoxide (CO), sulfur dioxide, particulate matter with an aerodynamic diameter less than or equal to 10 microns (PMio; course particulate matter), particulate matter with an aerodynamic diameter less than or equal to 2.5 microns (PM2.5; fine particulate matter), and lead.

Pollutants that are evaluated herein include volatile organic compounds (VOCs) and oxides of nitrogen (NOx), which are important because they are precursors to 03, as well as CO, sulfur oxides (SOX), PMio, and PM2.5.

As discussed in Section 2.3.1, Coachella Valley Portion of the Salton Sea Air Basin Attainment Designation, the SSAB has been designated as a federal and state nonattainment area for 03 and PMio. The nonattainment status is the result of cumulative emissions from various sources of air pollutants and their precursors within the SSAB including motor vehicles, off -road equipment, and commercial and industrial facilities.

Construction
Construction of the proposed project would result in the temporary addition of pollutants to the local airshed caused by on -site sources (e.g., off -road construction equipment, soil disturbance, VOC off -gassing from architectural coatings and asphalt pavement application) and off -site sources (e.g., vendor trucks, haul trucks, and worker vehicle trips). Specifically, entrained dust results from the exposure of earth surfaces to wind from the direct disturbance and movement of soil, resulting in PMio and PM2.5 emissions. Internal combustion engines used by construction equipment, haul trucks, vendor trucks (i.e., delivery trucks), and worker vehicles would result in DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT emissions of VOC, NOx, CO, PMio, and PM2.5. Construction emissions can vary substantially from day to day depending on the level of activity; the specific type of operation; and, for dust, the prevailing weather conditions.

Emissions from the construction phase of the proposed project were estimated using CaIEEMod version 2020.04.0 For a conservative emission estimation, construction is assumed to begin in February 1, 2023 and conclude in November of 2024. In the event actual construction proceeds longer into year 2024, this analysis provides a conservative approach resulting in slightly higher daily emissions and annual emissions. A detailed depiction of expected construction schedules —including information regarding phasing, equipment used during each phase, trucks, and worker vehicles —is provided in Appendix A.

Table 7 shows the estimated maximum daily construction emissions associated with the construction phase of the proposed project.

Table 7. Estimated Maximum Daily Construction Emissions - Unmitigated Year
VOC
NOx
CO
SOX
PMioa
PM2.5a
pounds per day
2023

3.39 35.53

28.73 0.07

4.10 2.05
2024

6.15 30.88

40.98 0.10

4.50 2.03
Maximum Daily Emissions

6.15 35.53

40.98 0.10

4.50 2.05
SCAQMD Threshold
75 100
550
150
150
55 Threshold exceeded?
No
No
No
No
No
No
Source: SCAQMD 2019.

Notes: VOC = volatile organic compound; NOx = oxides of nitrogen; CO = carbon monoxide; SOX = sulfur oxides; PMio = coarse particulate matter; PM2.5 = fine particulate matter; SCAQMD = South Coast Air Quality Management District.

See Appendix A for detailed results.
a These estimates reflect control of fugitive dust required by SCAQMD Rule 403, specifically, watering of active site areas two times per day.

As shown in Table 7, daily construction emissions would not exceed the SCAQMD significance thresholds for VOC, NOx, CO, SOx, PMio, or PM2.s during construction. Construction -generated emissions would be temporary and would not represent a long-term source of criteria air pollutant emissions. As such, impacts would be less than significant.

Operations
Operation of the proposed project would produce VOC, NOx, CO, SOx, PMio, and PM2.5 emissions associated with vehicular traffic, area sources (consumer products, architectural coatings, landscaping equipment), energy sources (natural gas, DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT appliances, and space and water heating), and stationary sources (emergency generator). CalEEMod was used to estimate daily emissions from these operational sources including modelling the emissions of a 1,200 hp) diesel -fired emergency generator based on 1 -hour per day and 50 -hours per year of operation per SCAQMD Rule 1470, which limits emergency generators to 50 -hours of use per year for maintenance and testing. CalEEMod default emission factors were used for the proposed generator, corresponding with the install dates.

On -road vehicular emissions associated with the proposed project operation were modeled using trip generation rates for the Ritz -Carlton residences, Sky Mesa Restaurant, and weekend special events at the project venue space estimated by Urban Crossroads (2020a). The venue space was modeled in CalEEMod as an arena. Additional modeled land uses include the parking garage with elevator, swimming pools, driveway parking and paved roads. Emissions from energy sources also include natural gas combustion for appliances and space and water heating. CalEEMod defaults were also used for area sources (landscape maintenance equipment, consumer products, and architectural coatings for maintenance of buildings).

Table 8 summarizes the maximum daily area, energy, mobile, and stationary (emergency generator) emissions of criteria pollutants that would be generated by the development of the proposed project and how emissions compare to the SCAQMD thresholds of significance. As shown, the increase in all criteria pollutants are below SCAQMD thresholds. The values shown are the maximum summer or winter daily emissions (Le., foreseeable worst case) results from CalEEMod.

Details of the emission calculations are provided in Appendix B, SCAQMD Risk Tool Files.

Table 8. Estimated Maximum Daily Operational Emissions
Emission Source
VOC
NOx
CO
SOx
PMio
PM2.5
(Pounds per Day)
Proposed Project
Area

3.23 0.10

8.80 <0.01

0.05 0.05
Energy

0.13 1.12

0.77 0.01

0.09 _ 0.09
Mobile

5.29 7.37

52.23 0.12

12.46 _ 3.39
Stationary

1.97 8.81

5.02 0.01

0.29 0.30
Total

10.62 17.40

66.82 0.14

12.89 3.83
SCAQMD Threshold
75 100
550
150
150
55 Threshold Exceeded?
No
No
No
No
No
No
Notes: VOC = volatile organic compound; NOx = oxides of nitrogen; CO = carbon monoxide; SOx = sulfur oxides; PMio = coarse particulate matter; PM2.5 = fine particulate matter.

Area sources = consumer product use, architectural coatings, and landscape maintenance equipment. Energy sources = natural gas.

Mobile sources = motor vehicles. Stationary sources = emergency generator.

See Appendix A for detailed results. The values shown are the maximum summer or winter daily emissions results from CalEEMod.

As shown in Table 8, maximum daily operational emissions of VOC, NOx, CO, SOx, PMio, and PM2.5 generated by the proposed project would not exceed the SCAQMD's significance thresholds.

As previously discussed, the SSAB has been designated as a federal and state nonattainment area for 03 and PMio.

The nonattainment status is the result of cumulative emissions from various sources of air pollutants and their precursors within the SSAB, including motor vehicles, off -road equipment, and commercial and industrial facilities.

Construction and operational activities of the proposed project would generate VOC and NOx emissions (precursors to 03) and emissions of PMio. However, as indicated in Tables 7 and 8, project -generated emissions would not exceed the SCAQMD emission -based significance thresholds for VOCs, NOx, or PMio.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Cumulative localized impacts would potentially occur if a project were to occur concurrently with another off -site project. Schedules for potential future projects near the project area are currently unknown; therefore, potential impacts associated with two or more simultaneous projects would be considered speculative.4 However, future projects would be subject to CEQA and would require air quality analysis and, where necessary, mitigation. Criteria air pollutant emissions associated with construction activity of future projects would be reduced through implementation of control measures required by the SCAQMD. Cumulative PMio emissions would be reduced because all future projects would be subject to SCAQMD Rule 403 (Fugitive Dust), which sets forth general and specific requirements for all sites in the SCAQMD. In addition, cumulative VOC emissions would be subject to SCAQMD Rule 1113 (Architectural Coatings).

Therefore, the proposed project would not result in a cumulatively considerable increase in emissions of nonattainment pollutants, and impacts would be less than significant during construction and operation.

Health Effects of Criteria Air Pollutants
Construction of the proposed project would generate criteria air pollutant emissions; however, the project would not exceed the SCAQMD mass -emission thresholds.

Health effects associated with 03 include respiratory symptoms, worsening of lung disease leading to premature death, and damage to lung tissue (CARB 2019b). VOCs and NOx are precursors to 03, for which the SSAB is designated as nonattainment with respect to the NAAQS and CAAQS. Thus, existing 03 levels in the SSAB are at unhealthy levels during certain periods. The contribution of VOCs and NOx to regional ambient 03 concentrations is the result of complex photochemistry. The increases in 03 concentrations in the SSAB due to 03 precursor emissions tend to be found downwind from the source location to allow time for the photochemical reactions to occur.

However, the potential for exacerbating excessive 03 concentrations would also depend on the time of year that the VOC emissions would occur because exceedances of the 03 NAAQS and CAAQS tend to occur between May and October when solar radiation is highest. The holistic effect of a single project's emissions of 03 precursors is speculative due to the lack of quantitative methods to assess this impact. Nonetheless, because the proposed project would not involve construction or operational activities that would result in 03 precursor emissions (VOC or NCI) in excess of the SCAQMD thresholds, the project is not anticipated to substantially contribute to regional 03 concentrations and the associated health impacts.

Exposure to NO2 and NOx can irritate the lungs, cause bronchitis and pneumonia, lower resistance to respiratory infections, and enhance allergic responses (CARB 2019c). Project construction and operation would not exceed the SCAQMD NOx threshold, and existing ambient NO2 concentrations are below the NAAQS and CAAQS. Thus, implementation of the proposed project is not expected to exceed the NO2 standards or contribute to associated health effects.

Health effects associated with CO include chest pain in patients with heart disease, headache, light-headedness, and reduced mental alertness (CARB 2019d). CO tends to be a localized impact associated with congested intersections. CO hotspots were discussed previously as a less than significant impact. Thus, the proposed project's CO emissions would not contribute to the health effects associated with this pollutant. 4 The CEQA Guidelines state that if a particular impact is too speculative for evaluation, the agency should note its conclusion and terminate discussion of the impact (14 CCR 15145).

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Particulate matter exposure has been linked to a variety of problems, including premature death in people with heart or lung disease, nonfatal heart attacks, irregular heartbeat, aggravated asthma, decreased lung function, and increased respiratory symptoms such as irritation of the airways, coughing, or difficulty breathing (EPA 2009). The SSAB is designated as nonattainment for PMio under the NAAQS and CAAQS. Implementation of the proposed project would not generate emissions of PMio or PM2.5 that would exceed the SCAQMD's thresholds. Accordingly, the proposed project's PMio and PM2.5 emissions are not expected to cause an increase in related regional health effects for these pollutants.

In summary, the proposed project would not result in a potentially significant contribution to regional concentrations of nonattainment pollutants, and would not result in a significant contribution to the adverse health impacts associated with those pollutants. Therefore, impacts would be less than significant.

2.5.3 Threshold AQ-3
Would the project expose sensitive receptors to substantial pollutant concentrations? Localized Significance Thresholds
A localized significance threshold (LST) analysis was performed to evaluate localized air quality impacts to sensitive receptors in the immediate vicinity of the proposed project as a result of proposed project activities. The impacts were analyzed using methods consistent with those in the SCAQMD (2008) Final Localized Significance Threshold Methodology. The proposed project is located within SRA 30 (Coachella Valley).

The greatest on -site daily emissions of NOx, CO, PMio, and PM2.5 generated during construction occurred during the grading period of the proposed project construction. Based on the construction schedule, it was assumed that one grader, one rubber -tired dozer, two scrappers and two crawler tractors (CaIEEMod category: tractor/loader/backhoes) would be used based on the applicant provide construction equipment schedule. CaIEEMod default values assume that during an 8 -hour day, graders, rubber -tired dozers and crawler tractors can each disturb a maximum of 0.5 acres and scrapers each disturb 1 acre. This results in a total of 4 acres disturbed per day from the equipment. The SCAQMD LST values for 2 acres and 5 acres within SRA 30, with a nearby receptor distance of 25 meters (82 feet), were used to interpolate values for the proposed project's 4 -acre disturbance per day.

Project construction activities would result in temporary sources of on -site criteria air pollutant emissions associated with construction equipment exhaust and dust -generating activities. According to the Final Localized Significance Threshold Methodology, "off -site mobile emissions from the project should not be included in the emissions compared to the LSTs" (SCAQMD 2009). Trucks and worker trips associated with the proposed project are not expected to cause substantial air quality impacts to sensitive receptors along off -site roadways since emissions would be relatively brief in nature and would cease once the vehicles pass through the main streets. Therefore, off -site emissions from trucks and worker vehicle trips are not included in the LST analysis. For the on -site portions of operation of trucks and worker vehicles, trips were limited to 1,000 feet (assumed on -site distance). The maximum daily on -site construction emissions generated during construction of the proposed project is presented in Table 9, and compared to the SCAQMD localized significance criteria for SRA 30 to determine whether project -generated on -site construction emissions would result in potential LST impacts.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 9. Construction Localized Significance Thresholds Analysis Year
NO2
CO
PMso
PM2.5
pounds per day (on site)
2023

34.76 28.30

3.77 1.95
2024

26.29 34.86

1.20 1.09
Maximum Daily On Site Emissions

34.76 34.86

3.77 1.95
SCAQMD LST Criteria
266.33
1,96100

11.67 7.00
Threshold Exceeded?
No
No
No
No
Source: SCAQMD 2008.

Notes: N02 = nitrogen dioxide; CO = carbon monoxide; PMio = particulate matter; PM2.5 = fine particulate matter; SCAQMD = South Coast Air Quality Management District; LST = localized significance threshold.

See Appendix B for detailed results. Localized significance thresholds are shown for a 4 -acre project site and a distance of 25 meters (82 feet) to the nearest sensitive receptor.

As shown in Table 9, proposed construction activities would not generate emissions in excess of site -specific LSTs; therefore, localized impacts of the proposed project would be less than significant.

Health Impacts of Toxic Air Contaminants
Toxic air contaminants (TACs) are defined as substances that may cause or contribute to an increase in deaths or in serious illness, or that may pose a present or potential hazard to human health. As discussed under the LST analysis, the nearest sensitive receptors are single family residential dwellings adjacent and south of the proposed project site.

Health effects from carcinogenic air toxics are usually described in terms of cancer risk. The SCAQMD recommends an incremental cancer risk threshold of 10 in 1 million. "Incremental cancer risk" is the net increased likelihood that a person continuously exposed to concentrations of TACs resulting from a project over a 9-, 30-, and 70 -year exposure period will contract cancer based on the use of standard Office of Environmental Health Hazard Assessment (OEHHA) risk -assessment methodology (OEHHA 2015). In addition, some TACs have non -carcinogenic effects. The SCAQMD recommends a Hazard Index of 1 or more for acute (short-term) and chronic (long-term) non - carcinogenic effects.5 TACs that would potentially be emitted during construction activities associated with development of the proposed project would be diesel particulate matter.

Diesel particulate matter emissions would be emitted from heavy equipment operations and heavy-duty trucks.

Heavy-duty construction equipment is subject to a California Air Resources Board (CARB) Airborne Toxics Control Measure for in -use diesel construction equipment to reduce diesel particulate emissions. As described for the LST analysis, PM10 (representative of diesel particulate matter) exposure would be minimal. According to the OEHHA, health risk assessments (which determine the exposure of sensitive receptors to toxic emissions) should be based on a 30 -year exposure period for the maximally exposed individual resident. However, such assessments should also be limited to the period/duration of activities associated with the project. The duration of the proposed construction activities would constitute a small percentage of the total 30 -year exposure period. The construction period for the proposed project would be approximately 22 months, after which construction -related TAC emissions 5 Non -cancer adverse health risks are measured against a hazard index, which is defined as the ratio of the predicted incremental exposure concentrations of the various non -carcinogens from the project to published reference exposure levels that can cause adverse health effects.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT would cease. Due to this relatively short period of exposure and minimal particulate emissions on site, TACs generated during construction would not be expected to result in concentrations causing significant health risks.

Following completion of on -site construction activities, the proposed project would not involve routine operational activities that would generate TAC emissions other than intermittent maintenance and testing of the natural diesel - fired emergency generator, which would be limited to 50 hours per year. SCAQMD Rule 1470 limits operation of emergency generators to 50 hours per year for maintenance and testing). Due to this relatively short period of exposure, small engine size of the emergency generator (1,200 hp), and minimal on -site particulate emissions from other sources, TACs generated during operation would not result in concentrations causing significant health risks as demonstrated through SCAQMD' Risk Assessment Tool for Rule 1401 and 212, (Version 8.1). The Risk Assessment Tool, a spreadsheet program, was used to perform a screening level evaluation of the cancer and non - cancer health effects of the emergency generator emissions pursuant to Rule 1401, see Appendix B for program results. As shown in Appendix B, the emergency generator passes Tier II Maximum Individual Cancer Risk (MICR).

For the reasons described above, the project would not result in substantial TAC exposure to sensitive receptors in the vicinity of the proposed project, and impacts would be less than significant. No mitigation is required.

Local Carbon Monoxide Concentrations
Traffic -congested roadways and intersections have the potential to generate localized high levels of CO. Localized areas where ambient concentrations exceed federal and/or state standards for CO are termed CO "hotspots." CO transport is extremely limited and disperses rapidly with distance from the source. Under certain extreme meteorological conditions, however, CO concentrations near a congested roadway or intersection may reach unhealthy levels, affecting sensitive receptors. Typically, high CO concentrations are associated with severely congested intersections operating at an unacceptable level of service (LOS) (LOS E or worse is unacceptable).

Projects contributing to adverse traffic impacts may result in the formation of a CO hotspot. Additional analysis of CO hotspot impacts would be conducted if a project would result in a significant impact or contribute to an adverse traffic impact at a signalized intersection that would potentially subject sensitive receptors to CO hotspots.

The Code of Federal Regulations (CFR) Procedures for Determining Localized CO, PMio, and PM2.5 Concentrations (hot -spot analysis), states that "CO, PMio, and PM2.5 hot -spot analyses are not required to consider construction - related activities, which cause temporary increases in emissions. Each site which is affected by construction -related activities shall be considered separately, using established `Guideline' methods. Temporary increases are defined as those which occur only during the construction phase and last five years or less at any individual site" (40 CFR

93.123[c][5]). While project construction would involve on -road vehicle trips from trucks and workers during construction, construction activities are considered temporary. As a result, the proposed construction activities would not require a project -level construction hotspot analysis.

Projects contributing to adverse traffic impacts may result in the formation of CO hotspots. To verify that the proposed project would not cause or contribute to a violation of the CO standard, a screening evaluation of the potential for CO hotspots was conducted. The traffic impact study for the proposed project evaluated whether there would be a decrease in the LOS (i.e., increased congestion) at the intersections affected by the proposed project.

The potential for CO hotspots was evaluated based on the results of the traffic impact study. The California Department of Transportation Institute of Transportation Studies Transportation Project -Level Carbon Monoxide Protocol (CO Protocol) (Caltrans 2010) was followed for this analysis. CO hotspots are typically evaluated when (1) the LOS of an intersection decreases to LOS E or worse; (2) signalization and/or channelization is added to an DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT intersection; and (3) sensitive receptors such as residences, schools, and hospitals are located in the vicinity of the affected intersection or roadway segment.

The proposed project's traffic impact study (Urban Crossroads 2020a) evaluated three intersections including Frank Sinatra Drive and Driveway, 1, Frank Sinatra Drive and Driveway, 2, and Highway 111 and Frank Sinatra Drive. As determined by the traffic impact study, the addition of project traffic to study area intersections did not result in deficient intersection LOS operations. Therefore, further analysis is not required. Accordingly, the proposed project would not generate traffic that would contribute to potential adverse traffic impacts that may result in the formation of CO hotspots. In addition, due to continued improvement in vehicular emissions at a rate faster than the rate of vehicle growth and/or congestion, the potential for CO hotspots in the SSAB is steadily decreasing. Based on these considerations, the proposed project would result in a less than significant impact to air quality with regard to potential CO hotspots. No mitigation is required.

2.5.4 Threshold AQ-4
Would the project result in other emissions (such as those leading to odors) adversely affecting a substantial number of people?
The occurrence and severity of potential odor impacts depends on numerous factors. The nature, frequency, and intensity of the source; the wind speeds and direction; and the sensitivity of receiving location each contribute to the intensity of the impact. Although offensive odors seldom cause physical harm, they can be annoying and cause distress among the public and generate citizen complaints.

Odors would be potentially generated from vehicles and equipment exhaust emissions during construction of the proposed project. Potential odors produced during construction would be attributable to concentrations of unburned hydrocarbons from tailpipes of construction equipment, architectural coatings, and asphalt pavement application. Such odors would disperse rapidly from the proposed project site and generally occur at magnitudes that would not affect substantial numbers of people. Therefore, impacts associated with odors during construction would be less than significant.

Land uses and industrial operations associated with odor complaints include agricultural uses, wastewater treatment plants, food -processing plants, chemical plants, composting, refineries, landfills, dairies, and fiberglass molding (SCAQMD 1993). The proposed project includes operation of hotel facilities, and restaurant spaces, which are not anticipated to generate odors and does not result in operation of the types of land uses listed in SCAQMD's screening criteria. For the reasons described above, project construction and operation would result in an odor impact that would be less than significant.

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3 Greenhouse Gas Emissions

3.1 Environmental Settinc

3.1.1 Climate Change Overview
Climate change refers to any significant change in measures of climate, such as temperature, precipitation, or wind patterns, lasting for an extended period (decades or longer). The Earth's temperature depends on the balance between energy entering and leaving the planet's system. Many factors, both natural and human, can cause changes in Earth's energy balance, including variations in the sun's energy reaching Earth, changes in the reflectivity of Earth's atmosphere and surface, and changes in the greenhouse effect, which affects the amount of heat retained by Earth's atmosphere (EPA 2017).

The greenhouse effect is the trapping and build-up of heat in the atmosphere (troposphere) near the Earth's surface.

The greenhouse effect traps heat in the troposphere through a threefold process as follows: Short-wave radiation emitted by the Sun is absorbed by the Earth, the Earth emits a portion of this energy in the form of long -wave radiation, and GHGs in the upper atmosphere absorb this long -wave radiation and emit it into space and toward the Earth. The greenhouse effect is a natural process that contributes to regulating the Earth's temperature and creates a pleasant, livable environment on the Earth. Human activities that emit additional GHGs to the atmosphere increase the amount of infrared radiation that gets absorbed before escaping into space, thus enhancing the greenhouse effect and causing the Earth's surface temperature to rise.

The scientific record of the Earth's climate shows that the climate system varies naturally over a wide range of time scales and that, in general, climate changes prior to the Industrial Revolution in the 1700s can be explained by natural causes, such as changes in solar energy, volcanic eruptions, and natural changes in GHG concentrations.

Recent climate changes, in particular the warming observed over the past century, however, cannot be explained by natural causes alone. Rather, it is extremely likely that human activities have been the dominant cause of that warming since the mid -twentieth century and is the most significant driver of observed climate change (IPCC 2013; EPA 2017). Human influence on the climate system is evident from the increasing GHG concentrations in the atmosphere, positive radiative forcing, observed warming, and improved understanding of the climate system (IPCC 2013). The atmospheric concentrations of GHGs have increased to levels unprecedented in the last 800,000 years, primarily from fossil fuel emissions and secondarily from emissions associated with land use changes (IPCC 2013).

Continued emissions of GHGs will cause further warming and changes in all components of the climate system, which is discussed further in Section 3.3.2, Potential Effects of Climate Change.

3.1.2 Greenhouse Gases
A GHG is any gas that absorbs infrared radiation in the atmosphere; in other words, GHGs trap heat in the atmosphere. As defined in California Health and Safety Code section 38505(g) for purposes of administering many of the state's primary GHG emissions reduction programs, GHGs include carbon dioxide (CO2), methane (CH4), nitrous oxide (N20), hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), sulfur hexafluoride (SF6), and nitrogen trifluoride (NF3) (see also 14 CCR 15364.5).6 Some GHGs, such as CO2, CH4, and N20 are emitted into the atmosphere through natural processes and 6 Climate forcing substances include GHGs and other substances such as black carbon and aerosols. This discussion focuses on the seven GHGs identified in the California Health and Safety Code Section 38505, because impacts associated with other climate forcing substances are not evaluated herein.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT human activities. Of these gases, CO2 and CH4 are emitted in the greatest quantities from human activities. Manufactured GHGs, which have a much greater heat -absorption potential than CO2, include fluorinated gases, such as HFCs, PFCs, and SF6, which are associated with certain industrial products and processes. The following paragraphs provide a summary of the most common GHGs and their sources.?
Carbon Dioxide. CO2 is a naturally occurring gas and a by-product of human activities and is the principal anthropogenic GHG that affects the Earth's radiative balance. Natural sources of CO2 include respiration of bacteria, plants, animals, and fungus; evaporation from oceans; volcanic out -gassing; and decomposition of dead organic matter. Human activities that generate CO2 are from the combustion of fuels such as coal, oil, natural gas, and wood and changes in land use.

Methane. CH4 is produced through both natural and human activities. CH4 is a flammable gas and is the main component of natural gas. Methane is produced through anaerobic (without oxygen) decomposition of waste in landfills, flooded rice fields, animal digestion, decomposition of animal wastes, production and distribution of natural gas and petroleum, coal production, and incomplete fossil fuel combustion.

Nitrous Oxide. N20 is produced through natural and human activities, mainly through agricultural activities and natural biological processes, although fuel burning and other processes also create N20. Sources of N20 include soil cultivation practices (microbial processes in soil and water), especially the use of commercial and organic fertilizers, manure management, industrial processes (such as in nitric acid production, nylon production, and fossil -fuel -fired power plants), vehicle emissions, and using N20 as a propellant (such as in rockets, racecars, and aerosol sprays).

Fluorinated Gases. Fluorinated gases (also referred to as F -gases) are synthetic powerful GHGs emitted from many industrial processes. Fluorinated gases are commonly used as substitutes for stratospheric 03 -depleting substances (e.g., CFCs, HCFCs, and halons). The most prevalent fluorinated gases include the following:
• Hydrofluorocarbons: HFCs are compounds containing only hydrogen, fluorine, and carbon atoms. HFCs are synthetic chemicals used as alternatives to 03 -depleting substances in serving many industrial, commercial, and personal needs. HFCs are emitted as by-products of industrial processes and are used in manufacturing. • Perfluorocarbons: PFCs are a group of human -made chemicals composed of carbon and fluorine only.

These chemicals were introduced as alternatives, with HFCs, to the ozone depleting substances. The two main sources of PFCs are primary aluminum production and semiconductor manufacturing. Since PFCs have stable molecular structures and do not break down through the chemical processes in the lower atmosphere, these chemicals have long lifetimes, ranging between 10,000 and 50,000 years. • Sulfur Hexafluoride: SF6 is a colorless gas soluble in alcohol and ether and slightly soluble in water. SF6 is used for insulation in electric power transmission and distribution equipment, semiconductor manufacturing, the magnesium industry, and as a tracer gas for leak detection. • Nitrogen Trifluoride: NF3 is used in the manufacture of a variety of electronics, including semiconductors and flat panel displays.
7 The descriptions of GHGs are summarized from the IPCC Fourth Assessment Report (2007), CARB's "Glossary of Terms Used in GHG Inventories" (2018a), and EPA's "Climate Change" (2017).

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Chlorofluorocarbons. CFCs are synthetic chemicals that have been used as cleaning solvents, refrigerants, and aerosol propellants. CFCs are chemically unreactive in the lower atmosphere (troposphere), and the production of CFCs was prohibited in 1987 due to the chemical destruction of stratospheric 03.

Hydrochlorofluorocarbons. HCFCs are a large group of compounds, whose structure is very close to that of CFCs — containing hydrogen, fluorine, chlorine, and carbon atoms —but including one or more hydrogen atoms. Like HFCs, HCFCs are used in refrigerants and propellants. HCFCs were also used in place of CFCs for some applications; however, their use in general is being phased out.

Black Carbon. Black carbon is a component of PM2.5, which has been identified as a leading environmental risk factor for premature death. It is produced from the incomplete combustion of fossil fuels and biomass burning, particularly from older diesel engines and forest fires. Black carbon warms the atmosphere by absorbing solar radiation, influences cloud formation, and darkens the surface of snow and ice, which accelerates heat absorption and melting. Black carbon is a short-lived substance that varies spatially, which makes it difficult to quantify the global warming potential (GWP). Diesel exhaust emissions are a major source of black carbon and are TACs that have been regulated and controlled in California for several decades to protect public health. In relation to declining DPM as a result of CARB's regulations pertaining to diesel engines, diesel fuels, and burning activities, CARB estimates that annual black carbon emissions in California have reduced by 70% between 1990 and 2010, with 95% control expected by 2020 (CARB 2014).

Water Vapor. The primary source of water vapor is evaporation from the ocean, with additional vapor generated by sublimation (change from solid to gas) from ice and snow, evaporation from other water bodies, and transpiration from plant leaves. Water vapor is the most important, abundant, and variable GHG in the atmosphere and maintains a climate necessary for life.

Ozone. Tropospheric 03, which is created by photochemical reactions involving gases from both natural sources and human activities, acts as a GHG. Stratospheric 03, which is created by the interaction between solar ultraviolet radiation and molecular oxygen, plays a decisive role in the stratospheric radiative balance. Depletion of stratospheric 03, due to chemical reactions that may be enhanced by climate change, results in an increased ground -level flux of ultraviolet -B radiation.

Aerosols. Aerosols are suspensions of particulate matter in a gas emitted into the air through burning biomass (plant material) and fossil fuels. Aerosols can warm the atmosphere by absorbing and emitting heat and can cool the atmosphere by reflecting light.

3.1.3 Global Warming Potential
Gases in the atmosphere can contribute to climate change both directly and indirectly. Direct effects occur when the gas itself absorbs radiation. Indirect radiative forcing occurs when chemical transformations of the substance produce other GHGs, when a gas influences the atmospheric lifetimes of other gases, and/or when a gas affects atmospheric processes that alter the radiative balance of the Earth (e.g., affect cloud formation or albedo) (EPA 2017). The Intergovernmental Panel on Climate Change (IPCC) developed the GWP concept to compare the ability of each GHG to trap heat in the atmosphere relative to another gas. The GWP of a GHG is defined as the ratio of the time -integrated radiative forcing from the instantaneous release of 1 kilogram of a trace substance relative to that of 1 kilogram of a reference gas (IPCC 2014). The reference gas used is C02; therefore, GWP-weighted emissions are measured in metric tons of C02 equivalent (MT C02e).

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT The current version of CalEEMod (Version 2020.04.0) assumes that the GWP for CH4 is 25 (so emissions of 1 MT of CH4 are equivalent to emissions of 25 MT of CO2), and the GWP for N20 is 298, based on the IPCC's Fourth Assessment Report (IPCC 2007). The GWP values identified in CaIEEMod were applied to the project.

3.2 Reculatory Setting

3.2.1 Federal Regulations
Massachusetts v. EPA. In Massachusetts v. EPA (April 2007), the U.S. Supreme Court directed the EPA administrator to determine whether GHG emissions from new motor vehicles cause or contribute to air pollution that may reasonably be anticipated to endanger public health or welfare, or whether the science is too uncertain to make a reasoned decision. In December 2009, the administrator signed a final rule with the following two distinct findings regarding GHGs under Section 202(a) of the federal Clean Air Act:
• The Administrator found that elevated concentrations of GHGs—0O2, CH4, N20, HFCs, PFCs, and SF6—in the atmosphere threaten the public health and welfare of current and future generations. This is the "endangerment finding."
• The Administrator further found the combined emissions of GHGs—0O2, CH4, N20, and HFCs—from new motor vehicles and new motor vehicle engines contribute to the GHG air pollution that endangers public health and welfare. This is the "cause or contribute finding."
These two findings were necessary to establish the foundation for regulation of GHGs from new motor vehicles as air pollutants under the Clean Air Act.

Energy Independence and Security Act of 2007. The Energy Independence and Security Act of 2007 (December 2007), among other key measures, would do the following, which would aid in the reduction of national GHG emissions:
• Increase the supply of alternative fuel sources by setting a mandatory Renewable Fuel Standard requiring fuel producers to use at least 36 billion gallons of biofuel in 2022. • Set a target of 35 miles per gallon for the combined fleet of cars and light trucks by model year 2020, and directs National Highway Traffic Safety Administration (NHTSA) to establish a fuel economy program for medium- and heavy-duty trucks and create a separate fuel economy standard for work trucks. • Prescribe or revise standards affecting regional efficiency for heating and cooling products and procedures for new or amended standards, energy conservation, energy -efficiency labeling for consumer electronic products, residential boiler efficiency, electric motor efficiency, and home appliances.

Federal Vehicle Standards. In 2007, in response to the Massachusetts v. EPA U.S. Supreme Court ruling, the Bush Administration issued Executive Order (EO) 13432 directing the EPA, the Department of Transportation, and the Department of Energy to establish regulations that reduce GHG emissions from motor vehicles, non -road vehicles, and non -road engines by 2008. In 2009, the NHTSA issued a final rule regulating fuel efficiency and GHG emissions from cars and light -duty trucks for model year 2011; and, in 2010, the EPA and NHTSA issued a final rule regulating cars and light -duty trucks for model years 2012-2016 (75 FR 25324-25728).

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT In 2010, President Obama issued a memorandum directing the Department of Transportation, Department of Energy, EPA, and NHTSA to establish additional standards regarding fuel efficiency and GHG reduction, clean fuels, and advanced vehicle infrastructure. In response to this directive, the EPA and NHTSA proposed stringent, coordinated federal GHG and fuel economy standards for model years 2017-2025 light -duty vehicles. The proposed standards projected to achieve 163 grams/mile of CO2 in model year 2025, on an average industry fleet - wide basis, which is equivalent to 54.5 miles per gallon if this level were achieved solely through fuel efficiency. The final rule was adopted in 2012 for model years 2017-2021 (77 FR 62624-63200), and NHTSA intends to set standards for model years 2022-2025 in a future rulemaking.

In addition to the regulations applicable to cars and light -duty trucks described above, in 2011, the EPA and NHTSA announced fuel economy and GHG standards for medium- and heavy-duty trucks for model years 2014-2018. The standards for CO2 emissions and fuel consumption are tailored to three main vehicle categories: combination tractors, heavy-duty pickup trucks and vans, and vocational vehicles. According to the EPA, this regulatory program will reduce GHG emissions and fuel consumption for the affected vehicles by 6%- 23% over the 2010 baselines (76 FR 57106-57513).

In August 2016, the EPA and NHTSA announced the adoption of the phase two program related to the fuel economy and GHG standards for medium- and heavy-duty trucks. The phase two program will apply to vehicles with model year 2018 through 2027 for certain trailers, and model years 2021 through 2027 for semi -trucks, large pickup trucks, vans, and all types of sizes of buses and work trucks. The final standards are expected to lower carbon dioxide emissions by approximately 1.1 billion MT and reduce oil consumption by up to 2 billion barrels over the lifetime of the vehicles sold under the program (EPA and NHTSA 2016).

In August 2018, EPA and NHTSA proposed to amend certain fuel economy and GHG standards for passenger cars and light trucks and establish new standards for model years 2021 through 2026. Compared to maintaining the post -2020 standards now in place, the 2018 proposal would increase U.S. fuel consumption by about half a million barrels per day (2%-3% of total daily consumption, according to the Energy Information Administration) and would impact the global climate by 3/1000th of 1°C by 2100 (EPA and NHTSA 2018). California and other states have stated their intent to challenge federal actions that would delay or eliminate GHG reduction measures and have committed to cooperating with other countries to implement global climate change initiatives. Thus, the timing and consequences of the 2018 federal proposal are speculative at this time.

On September 27, 2019, EPA and NHTSA published the "Safer Affordable Fuel -Efficient (SAFE) Vehicles Rule Part One: One National Program." (84 Fed. Reg. 51,310), which became effective November 26, 2019. The Part One Rule revokes California's authority to set its own GHG emissions standards and set zero -emission vehicle mandates in California. On March 31, 2020, the EPA and NHTSA issued Part Two of the SAFE Rule, which will go into effect 60 days after being published in the Federal Register. The Part Two Rule sets CO2 emissions standards and corporate average fuel economy standards for passenger vehicles and light duty trucks for model years 2021 through 2026. This issue is evolving as California and 22 other states, as well as the District of Columbia and four cities, filed suit against the EPA and a petition for reconsideration of the rule on November 26, 2019. The litigation is not expected to be resolved for at least several months.

Clean Power Plan and New Source Performance Standards for Electric Generating Units. On October 23, 2015, EPA published a final rule (effective December 22, 2015) establishing the Carbon Pollution Emission Guidelines for Existing Stationary Sources: Electric Utility Generating Units (80 FR 64510-64660), also known as the Clean Power Plan. These guidelines prescribe how states must develop plans to reduce GHG emissions from existing fossil -fuel -fired electric DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT generating units. The guidelines establish CO2 emission performance rates representing the best system of emission reduction for two subcategories of existing fossil -fuel -fired electric generating units: (1) fossil -fuel -fired electric utility steam - generating units, and (2) stationary combustion turbines. Concurrently, the EPA published a final rule (effective October 23, 2015) establishing Standards of Performance for Greenhouse Gas Emissions from New, Modified, and Reconstructed Stationary Sources: Electric Utility Generating Units (80 FR 64661-65120). The rule prescribes CO2 emission standards for newly constructed, modified, and reconstructed affected fossil -fuel -fired electric utility generating units. The U.S. Supreme Court stayed implementation of the Clean Power Plan pending resolution of several lawsuits.

3.2.2 State Reculations
The statewide GHG emissions regulatory framework is summarized below by category: state climate change targets, building energy, renewable energy and energy procurement, mobile sources, solid waste, water, and other state regulations and goals. The following text describes executive orders, legislation, regulations, and other plans and policies that would directly or indirectly reduce GHG emissions and/or address climate change issues.

State Climate Change Targets
The state has taken a number of actions to address climate change. These include executive orders, legislation, and CARB plans and requirements. These are summarized below.

EO S-3-05. EO S-3-05 (June 2005) established California's GHG emissions reduction targets and laid out responsibilities among the state agencies for implementing the EO and for reporting on progress toward the targets. This EO established the following targets:
• By 2010, reduce GHG emissions to 2000 levels
• By 2020, reduce GHG emissions to 1990 levels
• By 2050, reduce GHG emissions to 80% below 1990 levels EO S-3-05 also directed the California Environmental Protection Agency to report biannually on progress made toward meeting the GHG targets and the impacts to California due to global warming, including impacts to water supply, public health, agriculture, the coastline, and forestry. The Climate Action Team was formed, which subsequently issued reports from 2006 to 2010.

AB 32. In furtherance of the goals established in EO S-3-05, the Legislature enacted AB 32 (Nunez and Pavley). The bill is referred to as the California Global Warming Solutions Act of 2006 (September 27, 2006). AB 32 provided initial direction on creating a comprehensive multiyear program to limit California's GHG emissions at 1990 levels by 2020 and initiate the transformations required to achieve the state's long-range climate objectives.

EO B-18-12. EO B-18-12 (April 2012) directed state agencies, departments, and other entities under the governor's executive authority to take action to reduce entity -wide GHG emissions by at least 10% by 2015 and 20% by 2020, as measured against a 2010 baseline. EO B-18-12 also established goals for existing state buildings for reducing grid -based energy purchases and water use.

EO B-30-15. EO B-30-15 (April 2015) identified an interim GHG reduction target in support of targets previously identified under S-3-05 and AB 32. EO B-30-15 set an interim target goal of reducing GHG emissions to 40% below 1990 levels by 2030 to keep California on its trajectory toward meeting or exceeding the long-term goal of reducing DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT GHG emissions to 80% below 1990 levels by 2050 as set forth in S-3-05. To facilitate achieving this goal, EO B-30- 15 called for CARB to update the Scoping Plan to express the 2030 target in terms of million metric tons (MMT) CO2e. The EO also called for state agencies to continue to develop and implement GHG emission reduction programs in support of the reduction targets.

Senate Bill (SB) 32 and AB 197. SB 32 and AB 197 (enacted in 2016) are companion bills. SB 32 codified the 2030 emissions reduction goal of EO B-30-15 by requiring CARB to ensure that statewide GHG emissions are reduced to 40% below 1990 levels by 2030. AB 197 established the Joint Legislative Committee on Climate Change Policies, consisting of at least three members of the Senate and three members of the Assembly, in order to provide ongoing oversight over implementation of the state's climate policies. AB 197 also added two members of the Legislature to the Board as nonvoting members; requires CARB to make available and update (at least annually via its website) emissions data for GHGs, criteria air pollutants, and TACs from reporting facilities; and, requires CARB to identify specific information for GHG emissions reduction measures when updating the Scoping Plan.

CARB's 2007 Statewide Limit. In 2007, in accordance with California Health and Safety Code, Section 38550, CARB approved a statewide limit on the GHG emissions level for year 2020 consistent with the determined 1990 baseline (427 MMT CO2e).

CARB's Climate Change Scoping Plan. One specific requirement of AB 32 is for CARB to prepare a "scoping plan" for achieving the maximum technologically feasible and cost-effective GHG emission reductions by 2020 (Health and Safety Code, Section 38561(a)), and to update the plan at least once every 5 years. In 2008, CARB approved the first scoping plan. The Climate Change Scoping Plan: A Framework for Change (Scoping Plan) included a mix of recommended strategies that combined direct regulations, market -based approaches, voluntary measures, policies, and other emission reduction programs calculated to meet the 2020 statewide GHG emission limit and initiate the transformations needed to achieve the state's long-range climate objectives. The key elements of the Scoping Plan include the following (CARB 2008):

1. Expanding and strengthening existing energy efficiency programs as well as building and appliance standards

2. Achieving a statewide renewable energy mix of 33%

3. Developing a California cap -and -trade program that links with other Western Climate Initiative partner programs to create a regional market system and caps sources contributing 85% of California's GHG emissions

4. Establishing targets for transportation -related GHG emissions for regions throughout California, and pursuing policies and incentives to achieve those targets

5. Adopting and implementing measures pursuant to existing state laws and policies, including California's clean car standards, goods movement measures, and the Low Carbon Fuel Standard (LCFS) (17 CCR 95480 et seq.)

6. Creating targeted fees, including a public goods charge on water use, fees on high GWP gases, and a fee to fund the administrative costs of the State of California's long-term commitment to AB 32 implementation The Scoping Plan also identified local governments as essential partners in achieving California 's goals to reduce GHG emissions because they have broad influence and, in some cases, exclusive authority over activities that contribute to significant direct and indirect GHG emissions through their planning and permitting processes, local ordinances, outreach and education efforts, and municipal operations. Specifically, the Scoping Plan encouraged local governments to adopt a reduction goal for municipal operations and for community emissions to reduce GHGs by approximately 15% from then levels (2008) by 2020. Many local governments developed community - scale local GHG reduction plans based on this Scoping Plan recommendation.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT In 2014, CARB approved the first update to the Scoping Plan. The First Update to the Climate Change Scoping Plan:

Building on the Framework (First Update) defined the state's GHG emission reduction priorities for the next 5 years and laid the groundwork to start the transition to the post -2020 goals set forth in EO S-3-05 and EO B-16-2012 (CARB 2014). The First Update concluded that California is on track to meet the 2020 target but recommended a 2030 mid-term GHG reduction target be established to ensure a continuum of action to reduce emissions. The First Update recommended a mix of technologies in key economic sectors to reduce emissions through 2050 including energy demand reduction through efficiency and activity changes; large-scale electrification of on -road vehicles, buildings and industrial machinery; decarbonizing electricity and fuel supplies; and, the rapid market penetration of efficient and clean energy technologies. As part of the First Update, CARB recalculated the state's 1990 emissions level, using more recent GWPs identified by the Intergovernmental Panel on Climate Change, from 427 MMT CO2e to 431 MMT CO2e.

In 2015, as directed by EO B-30-15, CARB began working on an update to the Scoping Plan to incorporate the 2030 target of 40% below 1990 levels by 2030 to keep California on its trajectory toward meeting or exceeding the long- term goal of reducing GHG emissions to 80% below 1990 levels by 2050 as set forth in S-3-05. The Governor called on California to pursue a new and ambitious set of strategies, in line with the five climate change pillars from his inaugural address, to reduce GHG emissions and prepare for the unavoidable impacts of climate change. In the summer of 2016, the Legislature affirmed the importance of addressing climate change through passage of Senate Bill 32 (SB 32) (Pavley, Chapter 249, Statutes of 2016).

In December 2017, CARB adopted California's 2017 Climate Change Scoping Plan (2017 Scoping Plan) for public review and comment (CARB 2017a). The 2017 Scoping Plan builds on the successful framework established in the initial Scoping Plan and First Update, while identifying new, technologically feasible and cost-effective strategies that will serve as the framework to achieve the 2030 GHG target as established by SB 32 and define the state's climate change priorities to 2030 and beyond. The strategies' known commitments include implementing renewable energy and energy efficiency (including the mandates of SB 350), increased stringency of the LCFS, measures identified in the Mobile Source and Freight Strategies, measures identified in the proposed Short -Lived Climate Pollutant (SLCP) Plan, and increased stringency of SB 375 targets. To fill the gap in additional reductions needed to achieve the 2030 target, it recommends continuing the Cap -and -Trade Program.

For local governments, the 2017 Scoping Plan replaced the initial Scoping Plan's 15% reduction goal with a recommendation to aim for a community -wide goal of no more than 6 MT CO2e per capita by 2030 and no more than 2 MT CO2e per capita by 2050, which are consistent with the state's long-term goals. These goals are also consistent with the Under 2 Memorandum of Understanding (Under 2 2019) and the Paris Agreement (UNFCCC 2019), which are developed around the scientifically based levels necessary to limit global warming below 2°C.

The 2017 Scoping Plan recognized the benefits of local government GHG planning (e.g., through CAPs) and provide more information regarding tools CARB is working on to support those efforts. It also recognizes the CEQA streamlining provisions for project level review where there is a legally adequate CAP.8 When discussing project -level GHG emissions reduction actions and thresholds in the context of CEQA, the 2017 Scoping Plan states that "achieving no net additional increase in GHG emissions, resulting in no contribution to GHG impacts, is an appropriate overall objective for new development" for project -level CEQA analysis, but also recognizes that 8 Sierra Club v. County of Napa (2004) 121 Cal.App.4th 1490; San Francisco Tomorrow et al. v. City and County of San Francisco (2015) 229 Cal.App.4th 498; San Franciscans Upholding the Downtown Specific Plan v. City & County of San Francisco (2002) 102 Cal.App.4th 656; Sequoyah Hills Homeowners Assn. V. City of Oakland (1993) 23 Cal.App.4th 704, 719.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT such a standard may not be appropriate or feasible for every development project. The 2017 Scoping Plan further provides that "the inability of a project to mitigate its GHG emissions to net zero does not imply the project results in a substantial contribution to the cumulatively significant environmental impact of climate change under CEQA." CARB's Regulations for the Mandatory Reporting of Greenhouse Gas Emissions. CARB's Regulation for the Mandatory Reporting of Greenhouse Gas Emissions (17 CCR 95100-95157) incorporated by reference certain requirements that EPA promulgated in its Final Rule on Mandatory Reporting of Greenhouse Gases (40 CFR, Part 98). Specifically, Section 95100(c) of the Mandatory Reporting Regulation incorporated those requirements that EPA promulgated in the Federal Register on October 30, 2009; July 12, 2010; September 22, 2010; October 28, 2010; November 30, 2010; December 17, 2010; and April 25, 2011. In general, entities subject to the Mandatory Reporting Regulation that emit over 10,000 MT CO2e per year are required to report annual GHGs through the California Electronic GHG Reporting Tool. Certain sectors, such as refineries and cement plants, are required to report regardless of emission levels. Entities that emit more than the 25,000 MT CO2e per year threshold are required to have their GHG emission report verified by a CARB-accredited third party.

SB 605 and SB 1383. SB 605 (2014) requires CARB to complete a comprehensive strategy to reduce emissions of SLCPs in the state; and SB 1383 (2016) requires CARB to approve and implement that strategy by January 1, 2018. SB 1383 also establishes specific targets for the reduction of SLCPs (40% below 2013 levels by 2030 for methane and HFCs, and 50% below 2013 levels by 2030 for anthropogenic black carbon), and provides direction for reductions from dairy and livestock operations and landfills. Accordingly, and as mentioned above, CARB adopted its Short -Lived Climate Pollutant Reduction Strategy (SLCP Reduction Strategy) in March 2017. The SLCP Reduction Strategy establishes a framework for the statewide reduction of emissions of black carbon, methane, and fluorinated gases (CARB 2017b).

EO B-55-18. EO B-55-18 (September 2018) establishes a statewide policy for the state to achieve carbon neutrality as soon as possible, and no later than 2045, and achieve and maintain net negative emissions thereafter. The goal is an addition to the existing statewide targets of reducing the state's GHG emissions. CARB will work with relevant state agencies to ensure that future Scoping Plans identify and recommend measures to achieve the carbon neutrality goal.

Building Energy
Title 24, Part 6. Title 24 of the California Code of Regulations was established in 1978 and serves to enhance and regulate California's building standards. While not initially promulgated to reduce GHG emissions, Part 6 of Title 24 specifically established Building Energy Efficiency Standards that are designed to ensure new and existing buildings in California achieve energy efficiency and preserve outdoor and indoor environmental quality. These energy efficiency standards are reviewed every few years by the Building Standards Commission and the California Energy Commission (CEC) (and revised if necessary) (California Public Resources Code, Section 25402[b][1]). The regulations receive input from members of industry, as well as the public, with the goal of "reducing of wasteful, uneconomic, inefficient, or unnecessary consumption of energy" (California Public Resources Code, Section 25402). These regulations are carefully scrutinized and analyzed for technological and economic feasibility (California Public Resources Code, Section 25402[d]) and cost effectiveness (California Public Resources Code, Sections 25402{b][2] and [b][3]). As a result, these standards save energy, increase electricity supply reliability, increase indoor comfort, avoid the need to construct new power plants, and help preserve the environment.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT The 2016 Title 24 standards are the currently applicable building energy efficiency standards, and became effective on January 1, 2017. The 2019 Title 24 Building Energy Efficiency Standards, which will be effective January 1, 2020, will further reduce energy used and associated GHG emissions compared to current standards. In general, single- family residences built to the 2019 standards are anticipated to use approximately 7% less energy due to energy efficiency measures than those built to the 2016 standards; once rooftop solar electricity generation is factored in, single-family residences built under the 2019 standards will use approximately 53% less energy than those under the 2016 standards (CEC 2018). Nonresidential buildings built to the 2019 standards are anticipated to use an estimated 30% less energy than those built to the 2016 standards (CEC 2018).

The 2019 Title 24 standards focus on building energy efficiency and ensuring solar electricity generated on site is used on site. "Looking beyond the 2019 standards, the most important energy characteristic for a building will be that it produces and consumes energy at times that are appropriate and responds to the needs of the grid, which reduces the building's emissions" (CEC 2018). In furtherance of that characteristic, the 2019 standards require that new homes include solar photovoltaic to meet the home's expected annual electric needs, and also encourage demand -responsive technologies including battery storage, heat -pump water heaters, and improving buildings' thermal envelopes through high performance attics, walls, and windows. These smarter homes perform better and affect the grid less, which reduces the buildings' GHG emissions.

Title 24, Part 11. In addition to the CEC's efforts, in 2008, the California Building Standards Commission adopted the nation's first green building standards. The California Green Building Standards Code (Part 11 of Title 24) is commonly referred to as CALGreen, and establishes minimum mandatory standards as well as voluntary standards pertaining to the planning and design of sustainable site development, energy efficiency (in excess of the California Energy Code requirements), water conservation, material conservation, and interior air quality.

The 2019 Title 24 Building Energy Efficiency Standards became effective January 1, 2020, will further reduce energy used and associated GHG emissions compared to current standards. Nonresidential buildings built to the 2019 standards are anticipated to use an estimated 30% less energy than those built to the 2016 standards (CEC 2018).

The California Public Utilities Commission, CEC, and CARB also have a shared, established goal of achieving zero net energy (ZNE) performance for new construction in California. The key policy timelines include: (1) all new residential construction in California will be ZNE by 2020, and (2) all new commercial construction in California will be ZNE by 2030.9 Title 20. Title 20 of the California Code of Regulations requires manufacturers of appliances to meet state and federal standards for energy and water efficiency. The CEC certifies an appliance based on a manufacturer's demonstration that the appliance meets the standards. New appliances regulated under Title 20 include refrigerators, refrigerator -freezers, and freezers; room air conditioners and room air-conditioning heat pumps; central air conditioners; spot air conditioners; vented gas space heaters; gas pool heaters; plumbing fittings and plumbing fixtures; fluorescent lamp ballasts; lamps; emergency lighting; traffic signal modules; dishwaters; clothes washers and dryers; cooking products; electric motors; low voltage dry -type distribution transformers; power 9 See for example, CPUC (2013). It is expected that achievement of the zero net energy goal will occur via revisions to the Title 24 standards.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT supplies; televisions and consumer audio and video equipment; and battery charger systems. Title 20 presents protocols for testing each type of appliance covered under the regulations and appliances must meet the standards for energy performance, energy design, water performance, and water design. Title 20 contains three types of standards for appliances: federal and state standards for federally regulated appliances, state standards for federally regulated appliances, and state standards for non -federally regulated appliances.

Senate BiII 1. SB 1. SB 1(Murray) (August 2006) established a $3 billion rebate program to support the goal of the state to install rooftop solar energy systems with a generation capacity of 3,000 megawatts through 2016. SB 1 added sections to the California Public Resources Code, including Chapter 8.8 (California Solar Initiative), that require building projects applying for ratepayer -funded incentives for photovoltaic systems to meet minimum energy efficiency levels and performance requirements. Section 25780 established that it is a goal of the state to establish a self-sufficient solar industry. The goals included establishing solar energy systems as a viable mainstream option for both homes and businesses within 10 years of adoption, and placing solar energy systems on 50% of new homes within 13 years of adoption.

SB 1, also termed "Go Solar California," was previously titled "Million Solar Roofs." AB 1470 (Solar Water Heating). This bill established the Solar Water Heating and Efficiency Act of 2007. The bill makes findings and declarations of the Legislature relating to the promotion of solar water heating systems and other technologies that reduce natural gas demand. The bill defines several terms for purposes of the act. The bill required the commission to evaluate the data available from a specified pilot program, and, if it made a specified determination, to design and implement a program of incentives for the installation of 200,000 solar water heating systems in homes and businesses throughout the state by 2017.

AB 1109. Enacted in 2007, AB 1109 required the CEC to adopt minimum energy efficiency standards for general-purpose lighting to reduce electricity consumption by 50% for indoor residential lighting and by 25% for indoor commercial lighting.

Renewable Energy and Energy Procurement
SB 1078. SB 1078 (Sher) (September 2002) established the Renewables Portfolio Standard (RPS) program, which required an annual increase in renewable generation by the utilities equivalent to at least 1% of sales, with an aggregate goal of 20% by 2017. This goal was subsequently accelerated, requiring utilities to obtain 20% of their power from renewable sources by 2010 (see SB 107, EO S-14-08, and S-21-09).

SB 1368. SB 1368 (September 2006), required CEC to develop and adopt regulations for GHG emission performance standards for the long-term procurement of electricity by local publicly owned utilities. These standards must be consistent with the standards adopted by CPUC.

EO S-14-08. EO S-14-08 (November 2008) focused on the contribution of renewable energy sources to meet the electrical needs of California while reducing the GHG emissions from the electrical sector. This EO required that all retail suppliers of electricity in California serve 33% of their load with renewable energy by 2020. Furthermore, the EO directed state agencies to take appropriate actions to facilitate reaching this target. The California Natural Resources Agency (CNRA), through collaboration with CEC and the California Department of Fish and Game (now the California Department of Fish and Wildlife), was directed to lead this effort.

EO S-21-09 and SB X1-2. EO S-21-09 (September 2009) directed CARB to adopt a regulation consistent with the goal of EO S-14-08 by July 31, 2010. CARB was further directed to work with CPUC and CEC to ensure that the regulation builds upon the RPS program and was applicable to investor -owned utilities, publicly owned utilities, DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT direct access providers, and community choice providers. Under this order, CARB was to give the highest priority to those renewable resources that provide the greatest environmental benefits with the least environmental costs and impacts on public health and can be developed the most quickly in support of reliable, efficient, cost-effective electricity system operations. On September 23, 2010, CARB initially approved regulations to implement a Renewable Electricity Standard. However, this regulation was not finalized because of subsequent legislation (SB X1-2, Simitian, statutes of 2011) signed by Governor Brown in April 2011.

SB X1 2 expanded the RPS by establishing a renewable energy target of 20% of the total electricity sold to retail customers in California per year by December 31, 2013, and 33% by December 31, 2020, and in subsequent years.

Under the bill, a renewable electrical generation facility is one that uses biomass, solar thermal, photovoltaic, wind, geothermal, fuel cells using renewable fuels, small hydroelectric generation (30 megawatts or less), digester gas, municipal solid waste conversion, landfill gas, ocean wave, ocean thermal, or tidal current, and that meets other specified requirements with respect to its location.

SB X1-2 applies to all electricity retailers in the state including publicly owned utilities, investor -owned utilities, electricity service providers, and community choice aggregators. All of these entities must meet the renewable energy goals listed above.

SB 350. SB 350 (October 2015) further expanded the RPS by establishing a goal of 50% of the total electricity sold to retail customers in California per year by December 31, 2030. In addition, SB 350 included the goal to double the energy efficiency savings in electricity and natural gas final end uses (such as heating, cooling, lighting, or class of energy uses on which an energy -efficiency program is focused) of retail customers through energy conservation and efficiency. The bill also requires CPUC, in consultation with CEC, to establish efficiency targets for electrical and gas corporations consistent with this goal.

SB 100. SB 100 (2018) increased the standards set forth in SB 350 establishing that 44% of the total electricity sold to retail customers in California per year by December 31, 2024, 52% by December 31, 2027, and 60% by December 31, 2030, be secured from qualifying renewable energy sources. SB 100 states that it is the policy of the state that eligible renewable energy resources and zero -carbon resources supply 100% of the retail sales of electricity to California. This bill requires that the achievement of 100% zero -carbon electricity resources do not increase the carbon emissions elsewhere in the western grid and that the achievement not be achieved through resource shuffling.

Mobile Sources
AB 1493. AB 1493 (Pavley) (July 2002) was enacted in a response to the transportation sector accounting for more than half of California's CO2 emissions. AB 1493 required CARB to set GHG emission standards for passenger vehicles, light -duty trucks, and other vehicles determined by the state board to be vehicles that are primarily used for noncommercial personal transportation in the state. The bill required that CARB set GHG emission standards for motor vehicles manufactured in 2009 and all subsequent model years. CARB adopted the standards in September 2004. When fully phased in, the near -term (2009-2012) standards will result in a reduction of about 22% in GHG emissions compared to the emissions from the 2002 fleet, while the mid-term (2013-2016) standards will result in a reduction of about 30%.

Heavy -Duty Diesel. CARB adopted the final Heavy Duty Truck and Bus Regulation, Title 13, Division 3, Chapter 1, Section 2025, on December 31, 2014 to reduce DPM (black carbon) and NOX emissions from heavy-duty diesel vehicles. The rule requires DPM filters be applied to newer heavier trucks and buses by January 1, 2012, with older DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT vehicles required to comply by January 1, 2015. The rule will require nearly all diesel trucks and buses to be compliant with the 2010 model year engine requirement by January 1, 2023. CARB also adopted an Airborne Toxic Control Measure to limit idling of diesel -fueled commercial vehicles on December 12, 2013. This rule requires diesel -fueled vehicles with gross vehicle weights greater than 10,000 pounds to idle no more than 5 minutes at any location (13 CCR 2485).

EO S-1-07. EO S-1-07 (January 2007, implementing regulation adopted in April 2009) sets a declining LCFS for GHG emissions measured in CO2e grams per unit of fuel energy sold in California. The target of the LCFS is to reduce the carbon intensity of California passenger vehicle fuels by at least 10% by 2020 (17 CCR 95480 et seq.). The carbon intensity measures the amount of GHG emissions in the lifecycle of a fuel, including extraction/feedstock production, processing, transportation, and final consumption, per unit of energy delivered.

SB 375. SB 375 (Steinberg) (September 2008) addresses GHG emissions associated with the transportation sector through regional transportation and sustainability plans. SB 375 requires CARB to adopt regional GHG reduction targets for the automobile and light -truck sector for 2020 and 2035 and to update those targets every 8 years. SB 375 requires the state's 18 regional metropolitan planning organizations (MPOs) to prepare a sustainable communities strategy (SCS) as part of their RTP that will achieve the GHG reduction targets set by CARB. If a MPO is unable to devise an SCS to achieve the GHG reduction target, the MPO must prepare an alternative planning strategy demonstrating how the GHG reduction target would be achieved through alternative development patterns, infrastructure, or additional transportation measures or policies.

Pursuant to Government Code, Section 65080(b)(2)(K), an SCS does not (i) regulate the use of land; (ii) supersede the land use authority of cities and counties; or (iii) require that a city's or county's land use policies and regulations, including those in a general plan, be consistent with it. Nonetheless, SB 375 makes regional and local planning agencies responsible for developing those strategies as part of the federally required metropolitan transportation planning process and the state -mandated housing element process. In 2010, CARB adopted the SB 375 targets for the regional MPOs. The targets for CVAG are a 10.5% reduction in emissions per capita by 2020 and a 15.4% reduction by 2035.

Advanced Clean Cars Program and Zero -Emissions Vehicle Program. The Advanced Clean Cars program (January 2012) is a new emissions -control program for model years 2015 through 2025. The program combines the control of smog- and soot -causing pollutants and GHG emissions into a single coordinated package. The package includes elements to reduce smog -forming pollution, reduce GHG emissions, promote clean cars, and provide the fuels for clean cars (CARB 2012). To improve air quality, CARB has implemented new emission standards to reduce smog - forming emissions beginning with 2015 model year vehicles. It is estimated that in 2025 cars will emit 75% less smog -forming pollution than the average new car sold today. To reduce GHG emissions, CARB, in conjunction with EPA and NHTSA, adopted new GHG standards for model year 2017 to 2025 vehicles; the new standards are estimated to reduce GHG emissions by 34% in 2025. The Zero -Emissions Vehicle (ZEV) program will act as the focused technology of the Advanced Clean Cars program by requiring manufacturers to produce increasing numbers of ZEVs and plug-in hybrid electric vehicles in the 2018 to 2025 model years.

EO B-16-12. EO B-16-12 (March 2012) required that state entities under the governor's direction and control support and facilitate the rapid commercialization of ZEVs. It ordered CARB, CEC, CPUC, and other relevant agencies to work with the Plug -In Electric Vehicle Collaborative and the California Fuel Cell Partnership to establish benchmarks to help achieve benchmark goals by 2015, 2020, and 2025. On a statewide basis, EO B-16-12 established a target reduction of GHG emissions from the transportation sector equaling 80% less than 1990 levels DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT by 2050. This directive did not apply to vehicles that have special performance requirements necessary for the protection of the public safety and welfare.

AB 1236. AB 1236 (October 2015) (Chiu) required a city, county, or city and county to approve an application for the installation of electric vehicle charging stations, as defined, through the issuance of specified permits unless the city or county makes specified written findings based upon substantial evidence in the record that the proposed installation would have a specific, adverse impact upon the public health or safety, and there is no feasible method to satisfactorily mitigate or avoid the specific, adverse impact. The bill provided for appeal of that decision to the planning commission, as specified. The bill provided that the implementation of consistent statewide standards to achieve the timely and cost-effective installation of electric vehicle charging stations is a matter of statewide concern. The bill required electric vehicle charging stations to meet specified standards. The bill required a city, county, or city and county with a population of 200,000 or more residents to adopt an ordinance, by September 30, 2016, that created an expedited and streamlined permitting process for electric vehicle charging stations, as specified. The bill also required a city, county, or city and county with a population of less than 200,000 residents to adopt this ordinance by September 30, 2017.

Water
EO B-29-15. In response to the ongoing drought in California, EO B-29-15 (April 2015) set a goal of achieving a statewide reduction in potable urban water usage of 25% relative to water use in 2013. The term of the EO extended through February 28, 2016, although many of the directives have become permanent water -efficiency standards and requirements. The EO includes specific directives that set strict limits on water usage in the state. In response to EO B-29-15, the California Department of Water Resources has modified and adopted a revised version of the Model Water Efficient Landscape Ordinance that, among other changes, significantly increases the requirements for landscape water use efficiency and broadens its applicability to include new development projects with smaller landscape areas.

EO B-37-16. Issued May 2016, EO B-37-16 directs the State Water Resources Control Board (Water Board) to adjust emergency water conservation regulations through the end of January 2017 to reflect differing water supply conditions across the state. The Water Board must also develop a proposal to achieve a mandatory reduction of potable urban water usage that builds off the mandatory 25% reduction called for in EO B-29-15. The Water Board and Department of Water Resources will develop new, permanent water use targets that build upon the existing state law requirements that the state achieve 20% reduction in urban water usage by 2020. EO B-37-16 also specifies that the Water Board will permanently prohibit water -wasting practices such as hosing off sidewalks, driveways, and other hardscapes; washing automobiles with hoses not equipped with a shut-off nozzle; using non - recirculated water in a fountain or other decorative water feature; watering lawns in a manner that causes runoff, or within 48 hours after measurable precipitation; and irrigating ornamental turf on public street medians.

EO B-40-17. EO B-40-17 (April 2017) lifted the drought emergency in all California counties except Fresno, Kings, Tulare, and Tuolumne. It also rescinds EO B-29-15, but expressly states that EO B-37-16 remains in effect and directs the Water Board to continue development of permanent prohibitions on wasteful water use.

Solid Waste
AB 939 and AB 341. In 1989, AB 939, known as the Integrated Waste Management Act (California Public Resources Code, Sections 40000 et seq.), was passed because of the increase in waste stream and the decrease in landfill capacity. The DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT statute established the California Integrated Waste Management Board, which oversees a disposal reporting system. AB 939 mandated a reduction of waste being disposed where jurisdictions were required to meet diversion goals of all solid waste through source reduction, recycling, and composting activities of 25% by 1995 and 50% by the year 2000.

AB 341 (Chapter 476, Statutes of 2011 [Chesbro]) amended the California Integrated Waste Management Act of 1989 to include a provision declaring that it is the policy goal of the state that not less than 75% of solid waste generated be source -reduced, recycled, or composted by the year 2020, and annually thereafter. In addition, AB 341 required the California Department of Resources Recycling and Recovery (CalRecycle) to develop strategies to achieve the state's policy goal.

Other State Actions
SB 97. SB 97 (Dutton) (August 2007) directed the Governor's Office of Planning and Research (OPR) to develop guidelines under CEQA for the mitigation of GHG emissions. In 2008, the OPR issued a technical advisory as interim guidance regarding the analysis of GHG emissions in CEQA documents. The advisory indicated that the lead agency should identify and estimate a project's GHG emissions, including those associated with vehicular traffic, energy consumption, water usage, and construction activities (OPR 2008). The advisory further recommended that the lead agency determine significance of the impacts and impose all mitigation measures necessary to reduce GHG emissions to a level that is less than significant. CNRA adopted the CEQA Guidelines amendments in December 2009, and they became effective in March 2010.

Under the amended CEQA Guidelines, a lead agency has the discretion to determine whether to use a quantitative or qualitative analysis or apply performance standards to determine the significance of GHG emissions resulting from a particular project (14 CCR 15064.4[a]). The CEQA Guidelines require a lead agency to consider the extent to which the project complies with regulations or requirements adopted to implement a statewide, regional, or local plan for the reduction or mitigation of GHG emissions (14 CCR 15064.4[b]). The CEQA Guidelines also allow a lead agency to consider feasible means of mitigating the significant effects of GHG emissions, including reductions in emissions through the implementation of project features or off -site measures. The adopted amendments do not establish a GHG emission threshold, instead allowing a lead agency to develop, adopt, and apply its own thresholds of significance or those developed by other agencies or experts. CNRA also acknowledges that a lead agency may consider compliance with regulations or requirements implementing AB 32 in determining the significance of a project's GHG emissions (CNRA 2009a).

With respect to GHG emissions, the CEQA Guidelines state that lead agencies should "make a good faith effort, to the extent possible on scientific and factual data, to describe, calculate or estimate" GHG emissions (14 CCR 15064.4[a]). The CEQA Guidelines note that an agency may identify emissions by either selecting a "model or methodology" to quantify the emissions or by relying on "qualitative analysis or other performance based standards" (14 CCR 15064.4[a]). Section 15064.4(b) states that the lead agency should consider the following when assessing the significance of impacts from GHG emissions on the environment: (1) the extent to which a project may increase or reduce GHG emissions as compared to the existing environmental setting; (2) whether the project emissions exceed a threshold of significance that the lead agency determines applies to the project; and (3) the extent to which the project complies with regulations or requirements adopted to implement a statewide, regional, or local plan for the reduction or mitigation of GHG emissions (14 CCR 15064.4[b]).

EO S-13-08. EO S-13-08 (November 2008) is intended to hasten California's response to the impacts of global climate change, particularly sea -level rise. Therefore, the EO directs state agencies to take specified actions to DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT assess and plan for such impacts. The final 2009 California Climate Adaptation Strategy report was issued in December 2009 (CNRA 2009b), and an update, Safeguarding California: Reducing Climate Risk, followed in July 2014 (CNRA 2014). To assess the state's vulnerability, the report summarizes key climate change impacts to the state for the following areas: Agriculture, Biodiversity and Habitat, Emergency Management, Energy, Forestry, Ocean and Coastal Ecosystems and Resources, Public Health, Transportation, and Water. Issuance of the Safeguarding California: Implementation Action Plans followed in March 2016 (CNRA 2016). In January 2018, the CNRA released the Safeguarding California Plan: 2018 Update, which communicates current and needed actions that state government should take to build climate change resiliency (CNRA 2018a).

3.2.3 Local Regulations

3.2.3.1 South Coast Air Quality Management District
Air districts typically act in an advisory capacity to local governments in establishing the framework for environmental review of air pollution impacts under CEQA. This may include recommendations regarding significance thresholds, analytical tools to estimate emissions and assess impacts, and mitigations for potentially significant impacts. Although air districts will also address some of these issues on a project -specific basis as responsible agencies, they may provide general guidance to local governments on these issues (SCAQMD 2008). As discussed in Section 3.4.1, Thresholds of Significance, SCAQMD has recommended numeric CEQA significance thresholds for GHG emissions for lead agencies to use in assessing GHG impacts of residential and commercial development projects; however, these thresholds were not adopted. See Section 2.2.3.1, South Coast Air Quality Management District, for additional discussion on SCAQMD.

3.2.3.2 Southern California Association of Governments
SB 375 requires MPOs to prepare an SCS in their RTP. As the CVAG is not a MPO, the SCAG is the MPO for the Coachella Valley and the project area. The SCAG Regional Council adopted the 2012 RTP/SCS in April 2012 (SCAG 2012), and the 2016-2040 RTP/SCS (2016 RTP/SCS) was adopted in April 2016 (SCAG 2016). Both the 2012 and 2016 RTP/SCSs establish a development pattern for the region that, when integrated with the transportation network and other policies and measures, would reduce GHG emissions from transportation (excluding goods movement). Specifically, the 2012 RTP/SCS links the goals of sustaining mobility with the goals of fostering economic development; enhancing the environment; reducing energy consumption; promoting transportation - friendly development patterns; and encouraging all residents affected by socioeconomic, geographic, and commercial limitations to be provided with fair access. The 2012 and 2016 RTP/SCSs do not require that local general plans, specific plans, or zoning be consistent with it but provide incentives for consistency for governments and developers. The current SCAQMD AQMP (2016 AQMP) is based on the SCAG 2016 RTP/SCS demographic growth forecasts for various socioeconomic categories (e.g., population, housing, employment by industry) developed by SCAG for their 2016-2040 RTP/SCS, the SCAG 2016 RTP/SCS. The SCAG 2016 RTP/SCS takes into account demographic growth forecasts developed by CVAG.

3.2.3.3 City of Rancho Mirage
The City has not adopted a comprehensive climate action plan, and there is currently no local guidance that would be applicable to the proposed project. The City addresses GHG-reducing goals in the March 2013, Sustainability Plan and Energy Action Plan. However, while the Sustainability Plan provides GHG reduction goals, they do not DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT extend beyond year 2020. At this time, no mandatory GHG plans, policies, regulations, or finalized agency guidelines would apply to the proposed project.

City of Rancho Mirage Energy Action Plan
The City's Energy Action Plan (ePlan) provides a roadmap of actions within the City's Municipal operations, to help reduce energy consumption, to reduce operation costs and increase energy awareness. The ePlan's goals focuses on three areas: retrofit and expansion of municipal facilities, upgrading the municipal fleet and consideration of municipal programs and actions that will help reduce municipal and community -wide energy use and GHG emissions.

City of Rancho Mirage Sustainability Plan
In March 2013, the City adopted the 2013 Sustainability Action Plan: Leadership in Energy Efficiency (Sustainability Plan) in order to set GHG reduction goals and measures. The Sustainability Plan is a framework for the documenting and implementation of policies and programs that will reduce the City's GHG emissions, working towards the statewide target of 1990 levels by 2020, set by AB 32.

3.3 Greenhouse Gas Inventories and Climate
Change Conditions

3.3.1 Sources of Greenhouse Gas Emissions

3.3.1.1 Global Inventory
Anthropogenic GHG emissions worldwide in 2017 (the most recent year for which data is available) totaled approximately 50,860 MMT of CO2e, excluding land use change and forestry (PBL 2018). Six countries —China, the United States, the Russian Federation, India, Japan, and Brazil —and the European community accounted for approximately 65% of the total global emissions, or approximately 33,290 MMT CO2e (PBL 2018).

3.3.1.2 National and State Inventories
Per the EPA's Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2017, total U.S. GHG emissions were approximately 6,457 MMT CO2e in 2017 (EPA 2019). The largest source of CO2, and of overall GHG emissions, was fossil -fuel combustion, which accounted for approximately 93.2% of CO2 emissions in 2017 (4,912.0 MMT CO2e).

Relative to the 1990 emissions level, gross U.S. GHG emissions in 2017 were 1.3% higher; however, the gross emissions are down from a high of 15.7% above the 1990 level that occurred in 2007. GHG emissions decreased from 2016 to 2017 by 0.5% (35.5 MMT CO2e) and, overall, net emissions in 2017 were 13% below 2005 levels (EPA 2019).

According to California's 2000-2016 GHG emissions inventory (2018 edition), California emitted 429.4 MMT CO2e in 2016, including emissions resulting from out-of-state electrical generation (CARB 2018b). The sources of GHG emissions in California include transportation, industrial uses, electric power production from both in -state and out- of-state sources, commercial and residential uses, agriculture, high-GWP substances, and recycling and waste. The California GHG emission source categories (as defined in CARB's 2008 Scoping Plan) and their relative contributions in 2016 are presented in Table 10.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 10. Greenhouse Gas Emissions Sources in California Source Category
Annual GHG Emissions
(MMT CO2e)
Percent of Tote la
Transportation
169.38
39%
Industrial usesb

89.61 21%
Electricity generations

68.58 16%
Residential and commercial uses

39.36 9%
Agriculture

33.84 8%
High GWP substances

19.78 5%
Recycling and waste

8.81 2%
Totals
429.40
100%
Source: CARB 2018b.

Notes: GHG = greenhouse gas; MMT CO2e = million metric tons of carbon dioxide equivalent; GWP = global warming potential.

Emissions reflect 2016 California GHG inventory.
a Percentage of total has been rounded and total may not sum due to rounding. b The Aliso Canyon natural gas leak event released 1.96 MMT CO2e of unanticipated emissions in 2015 and 0.53 MMT CO2e in 2016.

These leak emissions will be fully mitigated according to legal settlement and are tracked separately from routine inventory emissions. c Includes emissions associated with imported electricity, which account for 26.28 MMT CO2e.

Between 2000 and 2016, per capita GHG emissions in California have dropped from a peak of 14.0 MT per person in 2001 to 10.8 MT per person in 2016, representing a 23% decrease. In addition, total GHG emissions in 2016 were approximately 12 MMT CO2e less than 2015 emissions. The declining trend in GHG emissions, coupled with programs that will continue to provide additional GHG reductions going forward, demonstrates that California will continue to reduce emissions below the 2020 target of 431 MT CO2e (CARB 2018b).

The City developed a GHG emission inventory in March 2013 as part of the Rancho Mirage Sustainability Plan. The inventory provides a detailed analysis of the City's carbon footprint showing the sources and sectors of emissions.

In 2010, the City emitted 277,698 metric tons of CO2e. The largest portion of the emission, over 43%, came from the electricity used to power the City's homes, businesses, resorts, fountains and streetlights. The transportation sector made up approximately 33% of the emissions.

3.3.2 Potential Effects of Climate Change
Globally, climate change has the potential to affect numerous environmental resources through uncertain impacts related to future air temperatures and precipitation patterns. The 2014 Intergovernmental Panel on Climate Change Synthesis Report (IPCC 2014) indicated that warming of the climate system is unequivocal, and since the 1950s, many of the observed changes are unprecedented over decades to millennia. Signs that global climate change has occurred include warming of the atmosphere and ocean, diminished amounts of snow and ice, and rising sea levels (IPCC 2014).

In California, climate change impacts have the potential to affect sea -level rise, agriculture, snowpack and water supply, forestry, wildfire risk, public health, and electricity demand and supply. The primary effect of global climate change has been a rise in average global tropospheric temperature. The primary effect of global climate change has been a rise in average global tropospheric temperature. Reflecting the long-term warming trend since pre- industrial times, observed mean surface temperature for the decade 2006-2015 was 0.87°C (likely between

0.75°C and 0.99°C) higher than the average over the 1850-1900 period (IPCC 2018). Scientific modeling predicts DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT that continued emissions of GHGs at or above current rates would induce more extreme climate changes during the twenty-first century than were observed during the twentieth century. Human activities are estimated to have caused approximately 1.0°C (1.8°F) of global warming above pre -industrial levels, with a likely range of 0.8°C to

1.2°C (1.4°F to 2.2°F) (IPCC 2018). Global warming is likely to reach 1.5°C (2.7°F) between 2030 and 2052 if it continues to increase at the current rate (IPCC 2018).

Although climate change is driven by global atmospheric conditions, climate change impacts are felt locally. A scientific consensus confirms that climate change is already affecting California. The Office of Environmental Health Hazard Assessment identified various indicators of climate change in California, which are scientifically based measurements that track trends in various aspects of climate change. Many indicators reveal discernible evidence that climate change is occurring in California and is having significant, measurable impacts in the state. Changes in the state's climate have been observed, including an increase in annual average air temperature with record warmth from 2012 to 2016, more frequent extreme heat events, more extreme drought, a decline in winter chill, an increase in cooling degree days and a decrease in heating degree days, and an increase in variability of statewide precipitation (OEHHA 2018).

Warming temperatures and changing precipitation patterns have altered California's physical systems —the ocean, lakes, rivers and snowpack—upon which the state depends. Winter snowpack and spring snowmelt runoff from the Sierra Nevada and southern Cascade Mountains provide approximately one-third of the state's annual water supply.

Impacts of climate on physical systems have been observed such as high variability of snow -water content (i.e., amount of water stored in snowpack), decrease in snowmelt runoff, glacier change (loss in area), rise in sea levels, increase in average lake water temperature and coastal ocean temperature, and a decrease in dissolved oxygen in coastal waters (OEHHA 2018).

Impacts of climate change on biological systems, including humans, wildlife, and vegetation, have also been observed, including climate change impacts on terrestrial, marine, and freshwater ecosystems. As with global observations, species responses include those consistent with warming: elevational or latitudinal shifts in range, changes in the timing of key plant and animal life cycle events, and changes in the abundance of species and in community composition. Humans are better able to adapt to a changing climate than plants and animals in natural ecosystems. Nevertheless, climate change poses a threat to public health as warming temperatures and changes in precipitation can affect vector -borne pathogen transmission and disease patterns in California as well as the variability of heat -related deaths and illnesses.

In addition, since 1950, the area burned by wildfires each year has been increasing.

The CNRA has released four California Climate Change Assessments (2006, 2009, 2012, and 2018), which have addressed the following: acceleration of warming across the state, more intense and frequent heat waves, greater riverine flows, accelerating sea -level rise, more intense and frequent drought, more severe and frequent wildfires, more severe storms and extreme weather events, shrinking snowpack and less overall precipitation, and ocean acidification, hypoxia, and warming. To address local and regional governments need for information to support action in their communities, the Fourth Assessment (2018) includes reports for nine regions of the state, including the Inland Deserts Region, where the project is located. Key projected climate changes for the Inland Deserts Region include the following (CNRA 2018b):

1. Extremely high maximum temperatures are expected to occur in the Inland Deserts.

2. The fate of the Salton Sea is a critical determinant of future environmental quality.

3. Renewable energy development will have big impacts on the economy and infrastructure.

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5. 6.

7. 8.

3.4 AIR QUALITY AND GREENHOUSE GAS EMISSIONS ANALYSIS

TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT

4. Continuing current land use/development patterns (i.e., housing development in the region to compensate for lack of development on the coast) will require increased energy for cooling to compensate for a rise in extreme high temperatures.

Higher temperatures will exacerbate water stress in an already very water -limited region.

Changing water availability is a key determinant of the future for ecological and agricultural systems.

Population in the Inland Deserts is highly vulnerable to the effects of climate change.

Tourism is a major economic driver that is likely to be threatened by a changing climate.

Sic
nificance Criteria and vVethodology

3.4.1 Thresholds of Significance
The significance criteria used to evaluate the project's GHG emissions impacts are based on the recommendations provided in Appendix G of the CEQA Guidelines. For the purposes of this GHG emissions analysis, the project would have a significant environmental impact if it would (14 CCR 15000 et seq.):

1. Generate GHG emissions, either directly or indirectly, that may have a significant impact on the environment.

2. Conflict with an applicable plan, policy, or regulation adopted for the purpose of reducing the emissions of GHGs.

Global climate change is a cumulative impact; a proposed project participates in this potential impact through its incremental contribution combined with the cumulative increase of all other sources of GHGs. In addition, while GHG impacts are recognized exclusively as cumulative impacts (CAPCOA 2008), GHG emissions impacts must also be evaluated on a proposed project -level under CEQA.

SCAQMD
Neither the State of California nor the SCAQMD has adopted emission -based thresholds of significance for GHG emissions under CEQA. However, in October 2008, the SCAQMD proposed recommended numeric CEQA significance thresholds for GHG emissions for lead agencies to use in assessing GHG impacts of residential and commercial development proposed projects as presented in its Draft Guidance Document - Interim CEQA Greenhouse Gas (GHG) Significance Threshold (SCAQMD 2008). This guidance document, which builds on the previous guidance prepared by the CAPCOA, explored various approaches for establishing a significance threshold for GHG emissions. The draft interim CEQA thresholds guidance document was not adopted or approved by the Governing Board.

The SCAQMD formed a GHG CEQA Significance Threshold Working Group to work with SCAQMD staff on developing GHG CEQA significance thresholds until statewide significance thresholds or guidelines are established. From December 2008 to September 2010, the SCAQMD hosted working group meetings and revised the draft threshold proposal several times, although it did not officially provide these proposals in a subsequent document. The SCAQMD has continued to consider adoption of significance thresholds for residential and general land use development proposed projects. The most recent proposal, issued in September 2010, uses the following tiered approach to evaluate potential GHG impacts from various uses (SCAQMD 2010):

Tier 1
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Tier 3
Tier 4
Consider whether or not the proposed project is consistent with a locally adopted GHG reduction plan that has gone through public hearing and CEQA review, that has an approved inventory, includes monitoring, etc. If not, move to Tier 3.

Consider whether the project generates GHG emissions in excess of screening thresholds for individual land uses. The 10,000 MT CO2e per year threshold for industrial uses would be recommended for use by all lead agencies. Under option 1, separate screening thresholds are proposed for residential projects (3,500 MT C02e per year), commercial projects (1,400 MT CO2e per year), and mixed -use projects (3,000 MT CO2e per year). Under option 2, a single numerical screening threshold of 3,000 MT CO2e per year would be used for all non -industrial projects. If the project generates emissions in excess of the applicable screening threshold, move to Tier 4.

Consider whether the project generates GHG emissions in excess of applicable performance standards for the project service population (population plus employment). The efficiency targets were established based on the goal of AB 32 to reduce statewide GHG emissions to 1990 levels by 2020. The 2020 efficiency targets are 4.8 MT CO2e per service population for project level analyses and 6.6 MT CO2e per service population for plan level analyses. If the project generates emissions in excess of the applicable efficiency targets, move to Tier 5.

Tier 5 Consider the implementation of CEQA mitigation (including the purchase of GHG offsets) to reduce the project efficiency target to Tier 4 levels.

However, neither SCAQMD or Rancho Mirage adopted these thresholds and therefor the quantitative analysis provided herein is provided for informational purposes only. In the absence of an adopted quantitative thresholds, GHGs are evaluated in the context of policy consistency.

3.4.2 Approach and Methodology

3.4.2.1 Construction Emissions
CaIEEMod Version 2020.4.0 was used to estimate potential project -generated GHG emissions during construction.

Construction of the project would result in GHG emissions primarily associated with use of off -road construction equipment, on -road hauling and vendor (material delivery) trucks, and worker vehicles. All details for construction criteria air pollutants discussed in Section 2.4.2.1, Construction Emissions, are also applicable for the estimation of construction -related GHG emissions. As such, see Section 2.4.2.1 for a discussion of construction emissions calculation methodology and assumptions.

3.4.2.2 Operational Emissions
CaIEEMod Version 2020.04.0 was used to estimate potential project -generated operational GHG emissions from area sources (natural gas combustion and landscape maintenance), electrical generation (including electrical generation associated with water supply and wastewater treatment), and solid waste. GHG emissions would also be generated through intermittent maintenance and testing of the diesel emergency generator, limited to 50 hours per year. CaIEEMod was used to calculate the annual GHG emissions. GHG emission estimates were based on the mobile source, area source, and energy (natural gas) operational assumptions described in Section 2.4.2.2, within DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT the air quality analysis. CaIEEMod default values were used to estimate GHG emissions associated with energy (electricity) consumption, solid waste, and water and wastewater.

Emissions from each category —area sources, energy sources, mobile sources, solid waste, and water supply and wastewater treatment —is discussed in the following text with respect to the proposed project. For additional details, see Section 2.4.2, Approach and Methodology, for a discussion of operational emission calculation methodology and assumptions, specifically for mobile sources. Operational year 2024 was assumed to be the first year of operation following completion of construction.

Area Sources
CaIEEMod was used to estimate GHG emissions from the project's area sources, which include operation of gasoline -powered landscape maintenance equipment, which produce minimal GHG emissions. See Section 2.4.2.2 for a discussion of landscaping equipment emissions calculations. Consumer product use and architectural coatings result in VOC emissions, which are analyzed in air quality analysis only, and little to no GHG emissions.

Energy Sources
The estimation of operational energy emissions was based on CaIEEMod land use defaults and units or total area (i.e., square footage) of the proposed project's land uses. For buildings, CaIEEMod energy intensity value (electricity or natural gas usage per square foot per year) assumptions were based on the California Commercial End -Use Survey database. Emissions are calculated by multiplying the energy use by the utility carbon intensity (pounds of GHGs per kilowatt-hour for electricity or 1,000 British thermal units for natural gas) for CO2 and other GHGs. Annual natural gas (non -hearth) and electricity emissions were estimated in CaIEEMod using the emissions factors for Southern California Edison (SCE), which would be the energy source provider for the proposed project. CaIEEMod default energy intensity factors (CO2, CH4, and N2O mass emissions per kilowatt-hour) for SCE is based on the value for SCE's energy mix identified in SCE's 2018 corporate sustainability report.

Mobile Sources
All details for criteria air pollutants discussed in Section 2.4.2.2 are also applicable for the estimation of operational mobile source GHG emissions.

Regulatory measures related to mobile sources include Assembly Bill (AB) 1493 (Pavley) and related federal standards. AB 1493 required that CARB establish GHG emission standards for automobiles, light -duty trucks, and other vehicles determined by CARB to be vehicles that are primarily used for noncommercial personal transportation in the state. In addition, the NHTSA and EPA have established corporate fuel economy standards and GHG emission standards, respectively, for automobiles and light-, medium-, and heavy-duty vehicles. Implementation of these standards and fleet turnover (replacement of older vehicles with newer ones) will gradually reduce emissions from the proposed project's motor vehicles. The effectiveness of fuel economy improvements was evaluated for motor vehicles in 2023 to the extent it was captured in EMFAC2017. In addition, the Low Carbon Fuel Standard calls for a 10% reduction in the "carbon intensity" of motor vehicle fuels by 2020.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Solid Waste
The project would generate solid waste, and therefore, result in CO2e emissions associated with landfill off - gassing. CaIEEMod default values for solid waste generation were used to estimate GHG emissions associated with solid waste.

Water and Wastewater
Supply, conveyance, treatment, and distribution of water for the project require the use of electricity, which would result in associated indirect GHG emissions. Similarly, wastewater generated by the project requires the use of electricity for conveyance and treatment, along with GHG emissions generated during wastewater treatment. Water consumption estimates for both indoor and outdoor water use and associated electricity consumption from water use and wastewater generation were estimated using CaIEEMod default values.

3.5 Impact Analysis

3.5.1 Threshold GHG-1
Would the project generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment?
Construction Emissions
Construction of the project would result in GHG emissions, which are primarily associated with use of off -road construction equipment, on -road vendor trucks, and worker vehicles. The SCAQMD (2008) Draft Guidance Document - Interim CEQA Greenhouse Gas (GHG) Significance Threshold recommends that, "construction emissions be amortized over a 30 -year project lifetime, so that GHG reduction measures will address construction GHG emissions as part of the operational GHG reduction strategies." CaIEEMod was used to calculate the annual GHG emissions based on the construction scenario described in Section 2.4.2.1. Construction of the project is anticipated last a total of approximately 22 months. On -site sources of GHG emissions include off -road equipment and off -site sources including vendor trucks and worker vehicles.

Table 11 presents construction emissions for the project from on -site and off -site emission sources Table 11. Estimated Annual Construction GHG Emissions
Year
CO2
CH4
N20
CO2e
Metric Tons per Year
2023
571.69

0.13 0.01
579.09
2024
562.96

0.08 0.03
572.69
Total
1151.78
Amortized Over 30 Years

38.39 Source: See Appendix B for complete results.

Notes: GHG = greenhouse gas; CO2 = carbon dioxide; CH4 = methane; N20 = nitrous oxide; CO2e = carbon dioxide equivalent DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT As shown in Table 11, the estimated total GHG emissions in 2023 through 2024 would be approximately 1,152 MT C02e. Amortized over 30 years, construction GHG emissions would be approximately 38 MT C02e per year. In addition, as with project -generated construction criteria air pollutant emissions, GHG emissions generated during proposed construction activities would be short term, lasting only for the duration of the construction period, and would not represent a long-term source of GHG emissions.

Because there is no separate GHG threshold for construction, the evaluation of significance is discussed in the operational emissions analysis in the following text.

Operational Emissions
Operation of the proposed project would generate GHG emissions through motor vehicle trips to and from the project site; landscape maintenance equipment operation; energy use (natural gas and generation of electricity consumed by the project); solid waste disposal; and generation of electricity associated with water supply, treatment, and distribution; wastewater treatment; and natural gas consumed by the emergency generator. GHG emissions would also be generated through intermittent maintenance and testing of the diesel emergency generator, limited to 50 hours per year. CaIEEMod was used to calculate the annual GHG emissions. GHG emission estimates were based on the mobile source, area source, and energy (natural gas) operational assumptions described in Section 2.4.2.2 within the air quality analysis. CaIEEMod default values were used to estimate GHG emissions associated with energy (electricity) consumption, solid waste, and water and wastewater.

The estimated operational (2024) project -generated GHG emissions from area sources, energy usage, motor vehicles, solid waste generation, water usage and wastewater generation, and stationary sources are shown in Table 12.

Table 12. Estimated Annual Operational GHG Emissions
Emission Source
C02
CH4
N20
CO2e
Metric Tons per Year
Proposed Project
Area

1.80 0.00

0.00 1.85
Energy
555.64

0.03 0.01
558.68
Mobile
1,507.92

0.08 0.07
1,531.81
Stationary

22.85 0.00

0.00 22.93
Solid waste

38.80 2.29

0.00 96.13
Water supply and wastewater

66.95 0.03

0.02 72.63
Total
2,284.03
Amortized Construction Emissions
38 Operation + Amortized Construction Total
2,322.42
Notes: CO2 = carbon dioxide; CH4 = methane; N20 = nitrous oxide; CO2e = carbon dioxide equivalent See Appendix B for detailed results. These emissions reflect operational year 2024 As shown in Table 12, estimated annual net project -generated GHG emissions would be approximately 2,284 MT C02e per year as a result of proposed project operations only. Estimated annual project -generated operational emissions in 2024 (2,284MT C02e per year) plus amortized project construction emissions (38 MT C02e per year) would be approximately 2,322 MT C02e per year.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT

3.5.2 Threshold GHG-2
Would the project conflict with an applicable plan, policy, or regulation adopted for the purpose of reducing the emissions of greenhouse gases?
Project Consistency with the Scoping Plan
As discussed in Section 3.2.2, Potential Effects of Climate Change, the Scoping Plan (approved by CARB in 2008 and updated in 2014 and 2017) provides a framework for actions to reduce California's GHG emissions and requires CARB and other state agencies to adopt regulations and other initiatives to reduce GHGs. The Scoping Plan is not directly applicable to specific projects, nor is it intended to be used for project -level evaluations.10 Under the Scoping Plan, however, there are several state regulatory measures aimed at the identification and reduction of GHG emissions. CARB and other state agencies have adopted many of the measures identified in the Scoping Plan. Most of these measures focus on area source emissions (e.g., energy usage, high-GWP GHGs in consumer products) and changes to the vehicle fleet (i.e., hybrid, electric, and more fuel -efficient vehicles) and associated fuels (e.g., LCFS), among others.

The Scoping Plan recommends strategies for implementation at the statewide level to meet the goals of AB 32 and establishes an overall framework for the measures that will be adopted to reduce California's GHG emissions. To the extent that these regulations are applicable to the project, its inhabitants, or uses, the project would comply with all regulations adopted in furtherance of the Scoping Plan to the extent required by law.

Compliance with Applicable Laws and Regulations
Table 13 identifies laws and regulations currently in effect that reduce project -related GHG emissions. Because GHG laws and regulations continue to expand under California's climate leadership efforts, including most recently the enactment of SB 100 (2018), Table 13 presents a snapshot of these GHG laws and regulations. Since additional GHG laws and regulations are likely to apply, and listed laws and regulations are likely to continue to evolve, the scope of GHG laws and regulations applicable to GHG-emissions related to the project is anticipated to expand over time and result in lower -than -predicted GHG emissions.

Table 13. Greenhouse Gas -Related Laws and Regulations
Project Component
Applicable Laws/
Regulations
GHG Reduction Measures Required for Project
Building Components/Facility Operations
Roofs/Ceilings/Insulation
California Energy
Code (Title 24, Part
6)
The project must comply with efficiency standards
regarding roofing, ceilings, and insulation (See Title 24, Part 6 Compliance Manual at Section 3.2.2.)
Flooring
CALGreen Code (Title
24, Part 11)
The project must comply with efficiency standards
regarding flooring materials. For example, for 80% of floor area receiving "resilient flooring," the flooring must meet io The Final Statement of Reasons for the amendments to the CEQA Guidelines reiterates the statement in the Initial Statement of Reasons that "[t]he Scoping Plan may not be appropriate for use in determining the significance of individual projects because it is conceptual at this stage and relies on the future development of regulations to implement the strategies identified in the Scoping Plan" (CNRA 2009a).

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Windows and Doors
(Fenestration)
California Energy
Code
The project must comply with fenestration efficiency
requirements. For example, the choice of windows, glazed doors, and any skylights for the project must conform to energy consumption requirements affecting size,
orientation, and types of fenestration products used. (See Title 24, Part 6 Compliance Manual, Section 3.3.)
Building Walls/Insulation
CALGreen Code
California Energy
Code
The project must comply with efficiency requirements for building walls and insulation.

Exterior Walls: Must meet requirements in current edition of California Energy Code, and comply with Section

5.407.1, which required weather -resistant exterior wall and foundation envelope as required by California Building
Code Section 1403.2. Construction must also meet
requirements contained in Title 24, Part 6, which vary by material of the exterior walls. (See Title 24, Part 6
Compliance Manual, Part 3.2.3.)
Demising (Interior) Walls: Mandatory insulation
requirements for demising walls (which separate
conditioned from non -conditions space) differ by the type of wall material used. (Id. at 3.2.4.)
Door Insulation: There are mandatory requirements for air infiltration rates to improve insulation efficiency; they differ according to the type of door. (Id. at 3.2.5.)
Flooring Insulation: There are mandatory requirements for insulation that depend on the material and location of the flooring. (Id. at 3.2.6.)
Finish Materials
CALGreen Code
The project must comply with pollutant control
requirements for finish materials. For example, materials including adhesives, sealants, caulks, paints and coatings, carpet systems, and composite wood products must meet
requirements in CALGreen Code to ensure pollutant control. (CALGreen Code Section 5.504.4.)
Wet Appliances
(Toilets/Faucets/Urinals,
Dishwasher/Clothes
Washer/Water Heater)
CALGreen Code
California Energy
Code
Appliance Efficiency
Regulations (Title 20
Standards)
Wet appliances associated with the project must meet
various efficiency requirements. For example:

Toilets/Faucets/Urinals: Use associated with the project is subject to new maximum rates for toilets, urinals, and
faucets effective July 1, 2018:
• Water closets maximum flush volume 1.28 gallons per
flush
• Showerheads maximum flow rate 2.0 gallons per
minute (gpm) at 80 pounds per square inch (psi)
• Wash fountains 1.8 gpm/20 (rim space inches at 60 psi) • Metering faucets 0.20 gallons/cycle
• Lavatory faucets 0.5 gpm at 60 psi
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 13. Greenhouse Gas -Related Laws and Regulations
Project Component
Applicable Laws/
Regulations
GHG Reduction Measures Required for Project
• Kitchen faucets and aerators 1.8 gpm with optional
temporary flow of 2.2 gpm at 60 psi
• Wall mounted urinals 0.125 gallons per flush
• Floor mounted urinals 0.5 gallons per flush
(CALGreen Code Section 5.303.)
Water Heaters: Use associated with the project is subject to appliance efficiency requirements for water heaters. (Title 20 Standards, Sections 1605.1(f), 1605.3(f).)
Dishwasher/Clothes Washer: Use associated with the
project is subject to appliance efficiency requirements for dishwashers and clothes washers. (Title 20 Standards,
Sections 1605.1(o) -(q), 1605.3(o) -(q).)
Dry Appliances
(Refrigerator/Freezer,
Heater/Air Conditioner,
Clothes Dryer)
Title 20 Standards
CALGreen Code
Dry appliances associated with the project must meet
various efficiency requirements. For example:

Refrigerator/Freezer: Use associated with the project is subject to appliance efficiency requirements for
refrigerators and freezers. (Title 20 Standards, Sections 1605.1(a), 1605.3(a).)
Heater/Air Conditioner: Use associated with the project is subject to appliance efficiency requirements for heaters and air conditioners. (Title 20 Standards, Sections
1605.1(b) -(e), 1605.3(b) -(e) as applicable.)
Clothes Dryer: Use associated with the project is subject to appliance efficiency requirements for clothes dryers. (Title 20 Standards, Section 1605.1(q).)
CALGreen Code
Installations of HVAC, refrigeration and fire suppression equipment must comply with CALGreen Code Sections

5.508.1.1 and 508.1.2, which prohibits CFCs, halons, and certain HCFCs and HFCs.

Lighting
Title 20 Standards
Lighting associated with the project will be subject to energy efficiency requirements contained in Title 20
Standards.

General Lighting: Indoor and outdoor lighting associated with the project must comply with applicable appliance
efficiency regulations (Title 20 Standards, Sections
1605.1(j),(k),(n), 1605.3(j),(k),(n).)
Emergency lighting and self-contained lighting: the project must also comply with applicable appliance efficiency
regulations (Title 20 Standards, Sections 1605.1(1),
1605.3(I).)
California Energy
Code
Lighting associated with the project will also be subject to energy efficiency requirements contained in Title 24, Part 6, which contains energy standards for non-residential
indoor lighting and outdoor lighting. (See Title 24 Part 6 Compliance Manual, at Sections 5, 6.)
Mandatory lighting controls for indoor lighting include, for example, regulations for automatic shut-off, automatic
daytime controls, demand responsive controls, and
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 13. Greenhouse Gas -Related Laws and Regulations
Project Component
Applicable Laws/
Regulations
GHG Reduction Measures Required for Project
certificates of installation. (Id. at Section 5.) Regulations for outdoor lighting include, for example, creation of lighting zones, lighting power requirements, a hardscape lighting power allowance, requirements for outdoor incandescent
and luminaire lighting, and lighting control functionality. (Id. at Section 6.)
AB 1109
Lighting associated with the project will be subject to energy efficiency requirements adopted pursuant to AB
1109.

Enacted in 2007, AB 1109 required the CEC to adopt
minimum energy efficiency standards for general purpose lighting, to reduce electricity consumption 50% for indoor residential lighting and 25% for indoor commercial lighting.

Bicycle and Vehicle
Parking
CALGreen Code
The project will be required to provide compliant bicycle parking, fuel -efficient vehicle parking, and electric vehicle charging spaces (CALGreen Code Sections 5.106.4,

5.106.5.2, 5.106.5.3)
Landscaping
CALGreen Code
The CALGreen Code includes outdoor water efficiency
provisions in Section 5.304.

EO B-29-15
The project is also subject to emissions reduction
requirements to be achieved by implementation of EO B-
29-15.

This emergency EO directs the Department of Water
Resources to lead a statewide initiative to replace 50
million square feet of lawns and ornamental turf with
drought tolerant landscapes. The order also directed the departments to update the Model Water Efficient
Landscaping Ordinance, which they did in 2015.

Model Water
Efficient
Landscaping
Ordinance
The model ordinance promotes efficient landscaping in new developments and establishes an outdoor water budget for new and renovated landscaped areas that are 500 square
feet or larger. (CCR, Title 23, Division 2, Chapter 2.7.) Cap -and -Trade
Program
Transportation fuels used in landscape maintenance
equipment (e.g., gasoline) would be subject to the Cap -and - Trade Program. (See "Energy Use," below.)
Refrigerants
CARB Management
of High GWP
Refrigerants for
Stationary Sources
Any refrigerants associated with the project will be subject to CARB standards. CARB's Regulation for the Management of High GWP Refrigerants for Stationary Sources 1) reduces emissions of high-GWP refrigerants from leaky stationary, non-residential refrigeration equipment; 2) reduces
emissions resulting from the installation and servicing of stationary refrigeration and air conditioning appliances using high-GWP refrigerants; and 3) requires verification GHG emission reductions. (CCR, Title 17, Division 3,
Chapter 1, Subchapter 10, Article 4, Subarticle 5.1, Section 95380 et seq.)
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 13. Greenhouse Gas -Related Laws and Regulations
Project Component
Applicable Laws/
Regulations
GHG Reduction Measures Required for Project
Consumer Products
CARB High GWP
GHGs in Consumer
Products
All consumer products associated with the project will be subject to CARB standards. CARB's consumer products
regulations set VOC limits for numerous categories of
consumer products, and limits the reactivity of the
ingredients used in numerous categories of aerosol coating products (CCR, Title 17, Division 3, Chapter 1, Subchapter

8.5.)
Construction
Use of Off -Road Diesel
Engines, Vehicles, and
Equipment
CARB In -Use Off-
Road Diesel Vehicle
Regulation
Any relevant vehicle or machine use associated with the project will be subject to CARB standards.

The CARB In -Use -Off -Road Diesel Vehicle Regulation
applies to certain off -road diesel engines, vehicles, or equipment greater than 25 horsepower. The regulation: 1) imposes limits on idling, requires a written idling policy, and requires a disclosure when selling vehicles; 2) requires all vehicles to be reported to CARB (using the Diesel Off -Road Online Reporting System) and labeled; 3) restricts the
adding of older vehicles into fleets starting on January 1, 2014; and 4) requires fleets to reduce their emissions by retiring, replacing, or repowering older engines, or installing Verified Diesel Emission Control Strategies (i.e., exhaust retrofits).

The requirements and compliance dates of the Off -Road
regulation vary by fleet size, as defined by the regulation.

Cap -and -Trade
Program
Transportation fuels (e.g., gasoline) used in equipment operation would be subject to the Cap -and -Trade Program. (See "Energy Use," below.)
Pollutant Control
CALGreen Code
If an HVAC system is used during construction, the project must use return air filters with a MERV of 8, based on
ASHRAE 52.2-1999, or an average efficiency of 30% based on ASHRAE 5.2.1-1992. All filters must be replaced
immediately prior to occupancy. (CALGreen Code Section

5.504.1.)
Greening New
Construction
CALGreen Code
All new construction, including the project, must comply with CALGreen Code, as discussed in more detail
throughout this table.

Adoption of the mandatory CALGreen Code standards for
construction has been essential for improving the overall environmental performance of new buildings; it also sets voluntary targets for builders to exceed the mandatory
requirements.

Construction Waste
CALGreen Code
The project will be subject to CALGreen Code requirements for construction waste reduction, disposal, and recycling, such as a requirement to recycle and/or salvage for reuse a minimum of 65% of the non -hazardous construction
waste in accordance with Section 5.408.1.1, 5.408.1.2, or

5.408.1.3; or meet a local construction and demolition
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Worker, vendor and truck
vehicle trips (on -road
vehicles)
Cap -and -Trade
Program
Transportation fuels (e.g., gasoline) used in worker, vendor and truck vehicle trips would be subject to the Cap -and - Trade Program. (See "Energy Use," below.)
Solid Waste
Solid Waste
Management
Landfill Methane
Control Measure
Waste associated with the project will be disposed per
state requirements for landfills, material recovery facilities, and transfer stations. Per the statewide GHG emissions
inventory, the largest emissions from waste management
sectors come from landfills, and are in the form of CH4.

In 2010, CARB adopted a regulation that reduces
emissions from methane in landfills, primarily by requiring owners and operators of certain uncontrolled municipal
solid waste landfills to install gas collection and control systems, and requires existing and newly installed gas and control systems to operate in an optimal manner. The
regulation allows local air districts to voluntarily enter into a memorandum of understanding with CARB to implement
and enforce the regulation and to assess fees to cover
costs of implementation.

Mandatory
Commercial
Recycling (AB 341)
AB 341 will require the project, if it generates four cubic yards or more of commercial solid waste per week, to
arrange for recycling services, using one of the following:
self -haul; subscribe to a hauler(s); arranging for pickup of recyclable materials; subscribing to a recycling service that may include mixed waste processing that yields diversion results comparable to source separation.

The project will also be subject to local commercial solid waste recycling program required to be implemented by
each jurisdiction under AB 341.

CALGreen Code
The project will be subject to CALGreen Code requirement to provide areas that serve the entire building and are identified for the depositing, storage and collection of nonhazardous materials for recycling (CALGreen Code
Section 5.410.1)
Energy Use
Electricity/Natural Gas
Generation
Cap -and -Trade
Program
Electricity and natural gas usage associated with the
project will be subject to the Cap -and -Trade Program.

The rules came into effect on January 1, 2013, applying to large electric power plants and large industrial plants. In 2015, importers and distributors of fossil fuels were added to the Cap -and -Trade Program in the second phase.

Specifically, on January 1, 2015, cap -and -trade compliance obligations were phased in for suppliers of natural gas, reformulated gasoline blendstock for oxygenate blending (RBOB), distillate fuel oils, and liquefied petroleum gas that DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 13. Greenhouse Gas -Related Laws and Regulations
Project Component
Applicable Laws/
Regulations
GHG Reduction Measures Required for Project
meet or exceed specified emissions thresholds. The
threshold that triggers a cap -and -trade compliance
obligation for a fuel supplier is 25,000 MT or more of CO2e annually from the GHG emissions that would result from
full combustion or oxidation of quantities of fuels (including natural gas, RBOB, distillate fuel oil, liquefied petroleum gas, and blended fuels that contain these fuels) imported and/or delivered to California.

Renewable Energy
California RPS (SB
X1-2, SB 350, and
SB 100)
Energy providers associated with the project will be
required to comply with RPS set by SB X1 2, SB 350, and SB 100.

SB X1 2 requires investor -owned utilities, publicly -owned utilities, and electric service providers to increase
purchases of renewable energy such that at least 33% of retail sales are procured from renewable energy resources by December 31, 2020. In the interim, each entity was
required to procure an average of 20% of renewable energy for the period of January 1, 2011 through December 31,
2013; and will be required to procure an average of 25% by December 31, 2016, and 33% by 2020.

SB 350 requires retail sellers and publicly owned utilities to procure 50% of their electricity from eligible renewable energy resources by 2030.

SB 100 increased the standards set forth in SB 350
establishing that 44% of the total electricity sold to retail customers in California per year by December 31, 2024,
52% by December 31, 2027, and 60% by December 31,
2030, be secured from qualifying renewable energy
sources. SB 100 states that it is the policy of the state that eligible renewable energy resources and zero -carbon
resources supply 100% of the retail sales of electricity to California by 2045.

Million Solar Roofs
Program (SB 1)
The project will participate in California's energy market, which is affected by implementation of the Million Solar Roofs Program.

As part of Governor Schwarzenegger's Million Solar Roofs Program, California has set a goal to install 3,000
megawatts of new, solar capacity through 2016. The
Million Solar Roofs Program is a ratepayer -financed
incentive program aimed at transforming the market for
rooftop solar systems by driving down costs over time.

California Solar
Initiative- Thermal
Program
The project will participate in California's energy market, which is affected by implementation of the California Solar Initiative -Thermal Program. The program offers cash
rebates of up to $4,366 on solar water heating systems for single-family residential customers. Multifamily and
Commercial properties qualify for rebates of up to
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Funding for the California Solar Initiative -Thermal program comes from ratepayers of PG&E, Southern California
Edison, Southern California Gas Company, and San Diego
Gas & Electric. The rebate program is overseen by the
CPUC as part of the California Solar Initiative.

Waste Heat and
Carbon Emissions
Reduction Act (AB
1613, AB 2791)
The project will participate in California's energy market, which is affected by implementation of the Waste Heat and Carbon Emissions Reduction Act.

Originally enacted in 2007 and amended in 2008, this act directed the CEC, CPUC, and CARB to implement a program that would encourage the development of new combined
heat and power systems in California with a generating
capacity of not more than 20 megawatts, to increase
combined heat and power use by 30,000 gigawatt-hour.

The CPUC publicly owned electric utilities, and CEC duly established policies and procedures for the purchase of electricity from eligible combined heat and power systems.

CEC guidelines require combined heat and power systems
to be designed to reduce waste energy; have a minimum
efficiency of 60%; have NOx emissions of no more than

0.07 pounds per megawatt -hour; be sized to meet eligible customer generation thermal load; operate continuously in a manner that meets expected thermal load and optimizes efficient use of waste heat; and be cost effective,
technologically feasible, and environmentally beneficial.

Vehicular/Mobile Sources
General
CVAG's RTP / SCAG's
2016 RTP/SCS
As set forth below, the project complies with the applicable, polices of, the CVAG's RTP / SCAG's 2016 RTP/SCS.

Fuel
Low Carbon Fuel
Standard (LCFS)/ EO
S-01-07
Vehicle trips associated with the project will be subject to LCFS (EO S-01-07), which requires a 10% or greater
reduction in the average fuel carbon intensity by 2020 with a 2010 baseline for transportation fuels in California
regulated by CARB. The program establishes a strong
framework to promote the low carbon fuel adoption
necessary to achieve the Governor's 2030 and 2050 GHG
goals.

Cap -and -Trade
Program
Use of gasoline associated with the project will be subject to the Cap -and -Trade Program.

Specifically, on January 1, 2015, cap -and -trade compliance obligations were phased in for suppliers of natural gas, RBOB, distillate fuel oils, and liquefied petroleum gas that meet or exceed specified emissions thresholds. The
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 13. Greenhouse Gas -Related Laws and Regulations
Project Component
Applicable Laws/
Regulations
GHG Reduction Measures Required for Project
threshold that triggers a cap -and -trade compliance
obligation for a fuel supplier is 25,000 MT or more of CO2e annually from the GHG emissions that would result from
full combustion or oxidation of quantities of fuels (including natural gas, RBOB, distillate fuel oil, liquefied petroleum gas, and blended fuels that contain these fuels) imported and/or delivered to California.

Automotive Refrigerants
CARB Regulation for
Small Containers of
Automotive
Refrigerant
Vehicles associated with the project will be subject to CARB's Regulation for Small Containers of Automotive
Refrigerant. (CCR, Title 17, Division 3, Chapter 1,
Subchapter 10, Article 4, Subarticle 5, Section 95360 et seq.) The regulation applies to the sale, use, and disposal of small containers of automotive refrigerant with a GWP greater than 150. The regulation achieves emission
reductions through implementation of four requirements:
1) use of a self-sealing valve on the container, 2) improved labeling instructions, 3) a deposit and recycling program for small containers, and 4) an education program that
emphasizes best practices for vehicle recharging. This
regulation went into effect on January 1, 2010 with a 1 - year sell -through period for containers manufactured
before January 1, 2010. The target recycle rate is initially set at 90%, and rises to 95% beginning January 1, 2012.

Light -Duty Vehicles
AB 1493 (or the
Pavley Standard)
Cars that drive to and from the project will be subject to AB 1493, which directed CARB to adopt a regulation requiring the maximum feasible and cost effective reduction of GHG emissions from new passenger vehicles.

Pursuant to AB 1493, CARB adopted regulations that
establish a declining fleet average standard for CO2, CH4, N20, and HFCs (air conditioner refrigerants) in new
passenger vehicles and light -duty trucks beginning with the 2009 model year and phased -in through the 2016 model
year. These standards are divided into those applicable to lighter and those applicable to heavier portions of the passenger vehicle fleet.

The regulations will reduce "upstream" smog -forming
emissions from refining, marketing, and distribution of fuel.

Advanced Clean Car
and ZEV Programs
Cars that drive to and from the project will be subject to the Advanced Clean Car and ZEV Programs.

In January 2012, CARB approved a new emissions -control program for model years 2017 through 2025. The program
combines the control of smog, soot and global warming
gases and requirements for greater numbers of zero -
emission vehicles into a single package of standards called Advanced Clean Cars. By 2025, new automobiles will emit 34% fewer global warming gases and 75% fewer smog -
forming emissions.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 13. Greenhouse Gas -Related Laws and Regulations
Project Component
Applicable Laws/
Regulations
GHG Reduction Measures Required for Project I
The ZEV program will act as the focused technology of the Advanced Clean Cars program by requiring manufacturers
to produce increasing numbers of ZEVs and plug-in hybrid electric vehicles in the 2018-2025 model years.

Tire Inflation
Regulation
Cars that drive to and from the project will be subject to the CARB Tire Inflation Regulation, which took effect on
September 1, 2010, and applies to vehicles with a gross vehicle weight rating of 10,000 pounds or less.

Under this regulation, automotive service providers must, inter alia, check and inflate each vehicle's tires to the recommended tire pressure rating, with air or nitrogen, as appropriate, at the time of performing any automotive
maintenance or repair service, and to keep a copy of the service invoice for a minimum of three years, and make the vehicle service invoice available to the CARB, or its
authorized representative upon request.

EPA and NHTSA GHG
and CAFE standards.

Mobile sources that travel to and from the project would be subject to EPA and NHTSA GHG and CAFE standards for
passenger cars, light -duty trucks, and medium -duty
passenger vehicles. (75 FR 25324-25728 and 77 FR
62624-63200.)
Medium- and Heavy -Duty
Vehicles
CARB In -Use On-
Road Heavy -Duty
Diesel Vehicles
Regulation (Truck
and Bus Regulation)
Any heavy-duty trucks associated with the project will be subject to CARB standards.

The regulation requires diesel trucks and buses that
operate in California to be upgraded to reduce emissions.

Newer heavier trucks and buses must meet PM filter
requirements. Lighter and older heavier trucks must be
replaced starting January 1, 2015. By January 1, 2023,
nearly all trucks and buses will need to have 2010 model year engines or equivalent.

The regulation applies to nearly all privately and federally owned diesel fueled trucks and buses and to privately and publicly owned school buses with a gross vehicle weight rating greater than 14,000 pounds.

CARB In -Use Off-
Road Diesel Vehicle
Regulation
Any relevant vehicle or machine use associated with the project will be subject to CARB standards.

The CARB In -Use -Off -Road Diesel Vehicle Regulation
applies to certain off -road diesel engines, vehicles, or equipment greater than 25 horsepower. The regulations: 1) imposes limits on idling, requires a written idling policy, and requires a disclosure when selling vehicles; 2) requires all vehicles to be reported to CARB (using the Diesel Off -Road Online Reporting System) and labeled; 3) restricts the
adding of older vehicles into fleets starting on January 1, 2014; and 4) requires fleets to reduce their emissions by retiring, replacing, or repowering older engines, or installing Verified Diesel Emission Control Strategies (i.e., exhaust retrofits).

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 13. Greenhouse Gas -Related Laws and Regulations
Project Component
Applicable Laws/
Regulations
GHG Reduction Measures Required for Project
The requirements and compliance dates of the Off -Road
regulation vary by fleet size, as defined by the regulation.

Heavy -Duty Vehicle
GHG Emission
Reduction
Regulation
Any relevant vehicle or machine use associated with the project will be subject to CARB standards.

The CARB Heavy -Duty Vehicle GHG Emission Reduction
Regulation applies to heavy-duty tractors that pull 53 -foot or longer box -type trailers. (CCR, Title 17, Division 3, Chapter 1, Subchapter 10, Article 4, Subarticle 1, Section 95300 et seq.) Fuel efficiency is improved through
improvements in tractor and trailer aerodynamics and the use of low rolling resistance tires.

EPA and NHTSA GHG
and CAFE standards.

Mobile sources that travel to and from the project would be subject to EPA and NHTSA GHG and CAFE standards for
medium- and heavy-duty vehicles. (76 FR 57106-57513.)
Water Use
Water Use Efficiency
Emergency State
Water Board
Regulations
Water use associated with the project will be subject to emergency regulations.

On May 18, 2016, partially in response to EO B-27-16, the State Water Board adopted emergency water use
regulations (CCR, title 23, Section 864.5 and amended and re -adopted Sections 863, 864, 865, and 866). The
regulation directs the State Water Board, Department of Water Resources, and CPUC to implement rates and pricing structures to incentivize water conservation, and calls upon water suppliers, homeowners' associations, California
businesses, landlords and tenants, and wholesale water
agencies to take stronger conservation measures.

EO B-37-16
Water use associated with the project will be subject to Emergency EO B-37-16, issued May 9, 2016, which directs the State Water Resources Control Board to adjust
emergency water conservation regulations through the end of January 2017 to reflect differing water supply conditions across the state.

The Water Board must also develop a proposal to achieve a mandatory reduction of potable urban water usage that
builds off the mandatory 25% reduction called for in EO B- 29-15. The Water Board and Department of Water
Resources will develop new, permanent water use targets to which the project will be subject.

The Water Board will permanently prohibit water -wasting practices such as hosing off sidewalks, driveways, and
other hardscapes; washing automobiles with hoses not
equipped with a shut-off nozzle; using non -recirculated water in a fountain or other decorative water feature;
watering lawns in a manner that causes runoff, or within 48 hours after measurable precipitation; and irrigating
ornamental turf on public street medians.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 13. Greenhouse Gas -Related Laws and Regulations
Project Component
Applicable Laws/
Regulations
GHG Reduction Measures Required for Project
EO B-40-17
EO B-40-17 lifted the drought emergency in all California counties except Fresno, Kings, Tulare, and Tuolumne. It also rescinds EO B-29-15, but expressly states that EO B-37-16 remains in effect and directs the State Water Resources Control Board to continue development of permanent prohibitions on wasteful water use to which the project will be subject.

SB X7-7
Water provided to the project will be affected by SB X7 -7's requirements for water suppliers.

SB X7-7, or the Water Conservation Act of 2009, requires all water suppliers to increase water use efficiency. It also requires, among other things, that the Department of Water Resources, in consultation with other state agencies,
develop a single standardized water use reporting form, which would be used by both urban and agricultural water agencies.

CALGreen Code
The project is subject to CALGreen Code's water efficiency standards for indoor and outdoor water use (CALGreen
Code, Section 5.303, 5.304.)
California Water
Code, Division 6,
Part 2.10, Sections
10910-10915.

Development and approval of the project requires the
development of a project -specific Water Supply
Assessment.

Cap -and -Trade
Program
Electricity usage associated with water and wastewater
supply, treatment and distribution would be subject to the Cap -and -Trade Program.

California RPS (SB
X1-2, SB 350, SB
100)
Electricity usage associated with water and wastewater
supply, treatment and distribution associated with the
project will be required to comply with RPS set by SB X1-2, SB 350, and SB 100.

Notes: gpm = gallons per minute; psi = pounds per square inch; GHG = greenhouse gas; AB = Assembly Bill; SB = Senate Bill; EO = Executive Order; HVAC = heating, ventilation, and air conditioning; CFC = chlorofluorocarbons; HFCs = hydrofluorocarbons; HCFCs = hydrochlorofluorocarbons; CEC = California Energy Commission; CCR = California Code of Regulations; CARB = California Air Resources Board; GWP = global warming potential; VOC = volatile organic compounds; MERV = Minimum Efficiency Reporting Value; ASHRAE = American Society of Heating, Refrigerating and Air -Conditioning Engineers; CH4 = methane; CO2e = carbon dioxide equivalent; RBOB = reformulated blendstock for oxygenate blending; RPS = renewable portfolio standard; CPUC = California Public Utilities Commission; SCE = Southern California Edison; NOX = oxides of nitrogen; SCAG = Southern California Association of Governments; RTP = regional transportation plan; SCS = sustainable communities strategy; LCFS = low carbon fuel standard; CO2 = carbon dioxide; N20 = nitrous oxide; ZEV = zero -emissions vehicle; EPA = Environmental Protection Agency; NHTSA = National Highway Traffic Safety Administration; CAFE = corporate average fuel economy; PM = particulate matter; FR = Federal Register.

As described above, the project's GHG emissions (both on and off site) are regulated by many GHG reduction mandates. Compliance with these GHG reduction legal requirements is appropriately assumed to occur under CEQA (Oakland Heritage Alliance v. City of Oakland [2011] 195 Cal. App. 4th 884, 906; Center for Biological Diversity v.

Department of Fish & Wildlife [2015] 234 Cal. App. 4th 214, 244-45).

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT City of Rancho Mirage Energy Action Plan
The City's ePlan provides a roadmap of actions within the City's Municipal operations, to help reduce energy consumption, to reduce operation costs and increase energy awareness. The ePlan's goals focuses on three areas:
retrofit and expansion of municipal facilities, upgrading the municipal fleet and consideration of municipal programs and actions that will help reduce municipal and communitywide energy use and GHG emissions.

The City addresses GHG-reducing goals in the March 2013, Sustainability Plan and Energy Action Plan. However, while the Sustainability Plan provides GHG reduction goals, they do not extend beyond year 2020. Nevertheless, the proposed project would not interfere with implementation of the City's sustainability goals, because it would not exceed the SCAQMD's recommended threshold of 3,000 MT CO2e per year. In addition, the proposed project does not prevent the City from promoting sustainability and energy efficiency goals to reduce the City's carbon footprint.

Project Consistency with CVAG's RTP/ SCAG's 2016 RTP/SCS/ Connect SoCal, the 2020-2045 RTP/SCS The City is within the jurisdiction of CVAG, which participates in regional planning with SCAG. CVAG is, among other things, the regional transportation planning agency coordinating government services in the Coachella Valley. As the recognized transportation planning agency with the Riverside County Transportation Commission, it is CVAG's responsibility to prepare and adopt an RTP for the Coachella Valley. This is accomplished through the creation of the TPPS, which identifies and prioritizes transportation projects in the region. The CVAG developed its first TPPS in 1989, with subsequent report updates in 1993, 1999, 2005, and 2010. The most recent version was adopted on June 26, 2017 (CVAG 2017). The TPPS includes growth projections for cities within the Coachella Valley. The projects and growth projections within the TPPS are fed into a larger regional planning effort by the SCAG. SCAG recently released its 2016 RTP, which includes the majority of projects seen within the TPPS. The SCAQMD 2016 AQMP applies the updated SCAG growth forecasts assumed in the 2016 RTP/SCS. Responding to the context of the RTP guidelines and California state legislation, CVAG's Active Transportation Plan, also within the TPPS, was designed to be completed simultaneously with the TPPS and Regional Arterial Cost Estimate documents. Together, this family of documents serves as CVAG's RTP, listing all regionally significant transportation projects, including roadway projects, active transportation projects, and other improvement projects that have been identified to benefit regional circulation within the Coachella Valley. The CVAG also developed fugitive dust ordinances that include (1) dust control plans for each construction project needing a grading permit; (2) plans to pave or chemically treat unpaved surfaces if daily vehicle trips exceed 150; (3) imposition of 15 mph speed limits for unpaved surfaces if daily vehicle trips do not exceed 150; (4) paving or chemical treatment of unpaved parking lots; and (5) actions to discourage use of unimproved property by off -highway vehicles.

SCAG's 2016 RTP/SCS is a regional growth -management strategy that targets per capita GHG reduction from passenger vehicles and light -duty trucks in the Southern California region pursuant to Senate Bill 375. In addition to demonstrating the region's ability to attain and exceed the GHG emission -reduction targets set forth by CARB, the 2016 RTP/SCS outlines a series of actions and strategies for integrating the transportation network with an overall land use pattern that responds to projected growth, housing needs, changing demographics, and transportation DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT demands. Thus, successful implementation of the 2016 RTP/SCS would result in more complete communities with a variety of transportation and housing choices, while reducing automobile use. With regard to individual developments, such as the proposed project, the strategies and policies set forth in the 2016 RTP/SCS can be grouped into the following three categories: (1) reduction of vehicle trips and VMT; (2) increased use of alternative fuel vehicles; and (3) improved energy efficiency. The project's consistency with these three strategy categories is presented below.

Consistency with VMT Reduction Strategies and Policies
The proposed project's consistency with this aspect of the 2016 RTP/SCS is demonstrated via the project's land use characteristics and consistency with the regional growth forecast assumed in the 2016 RTP/SCS for the City.

According to the City's General Plan Housing Element (City of Rancho Mirage 2017), the 2014-2021 RHNA determined that the City needed a total of 95 housing units. The project would construct 106 residential units.

However, these residential units would operate similar to time-share properties and therefore future residents would not be in the proposed residential units year-round. Because the proposed residential units are not typical residential units that residents cannot occupy year-round, theses housing units do not count towards the RHNA housing unit determination. SCAG's Local Profile Report for the City of Rancho Mirage indicated that the City's average household size was two persons per dwelling unit as of 2018 (SCAG 2019). Using these assumptions, implementation of the project would have the potential to increase the City's population by 216 persons. This population increase would comply with SCAG's projected population increase for the City. Accordingly, the proposed project is consistent with the SCAG RTP/SCS forecasts used in the SCAQMD AQMP development. Therefore, vehicle trip generation as a result of the proposed project are concluded to have been anticipated in the SCAG 2016 RTP/SCS growth projections because the proposed project site would be accommodated by the City's predicted projections.

Increased Use of Alternative Fueled Vehicles Policy Initiative The second goal of the 2016 RTP/SCS, with regard to individual development projects such as the proposed project, is to increase alternative fueled vehicles to reduce per capita GHG emissions. This 2016 RTP/SCS policy initiative focuses on accelerating fleet conversion to electric or other near zero -emission technologies. The proposed project would comply with the applicable 2016 CALGreen standards. The proposed project includes 829 parking spaces total (Urban Crossroads 2020b).

Energy Efficiency Strategies and Policies
The third important focus within the 2016 RTP/SCS, for individual developments such as the proposed project, involves improving energy efficiency (e.g., reducing energy consumption) to reduce GHG emissions. The 2016 RTP/SCS goal is to actively encourage and create incentives for energy efficiency, where possible. The proposed project would comply with the applicable 2016 CALGreen standards.

Based on the analysis above, the proposed project would be consistent with the SCAG 2016 RTP/SCS SCAG has developed Connect SoCal, the 2020-2045 RTP/SCS, which is a long-range visioning plan that balances future mobility and housing needs with economic, environmental and public health goals. Connect SoCal charts a path toward a more mobile, sustainable and prosperous region by making connections between transportation networks, between planning strategies and between the people whose collaboration can improve the quality of life for Southern Californians. Connect SoCaI embodies a collective vision for the region's future and is developed with input from local DUDEK
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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT governments, county transportation commissions, tribal governments, non-profit organizations, businesses and local stakeholders within the counties of Imperial, Los Angeles, Orange, Riverside, San Bernardino and Ventura.

On September 3, 2020, Connect SoCal was adopted by SCAG's Regional Council. Connect SoCal is a long-range visioning plan that builds upon and expands land use and transportation strategies established over several planning cycles to increase mobility options and achieve a more sustainable growth pattern. The major goals of the Connect SoCal are outlined in Table 8-4, Project Consistency with the SCAG Connect SoCal RTP/SCS, along with the Project's consistency with them.

Table 8-4. Project Consistency with the SCAG Connect SoCaI RTP/SCS RTP/SCS Measure
Proposed Project Potential to Conflict
Encourage regional economic
prosperity and global
competitiveness.

Not applicable. The proposed project would not inhibit SCAG from encouraging regional economic prosperity and global competitiveness.

Improve mobility, accessibility,
reliability, and travel safety for
people and goods.

Not applicable. The proposed project would not inhibit SCAG from strengthening the regional transportation network for goods movement.

Enhance the preservation,
security, and resilience of the
regional transportation system.

Not applicable. The proposed project would not inhibit SCAG from enhancing the resilience of the regional transportation system.

Increase person and goods
movement and travel choices
within the transportation system.

Not applicable. The proposed project would not inhibit SCAG from increasing person and goods movement and travel choices within the transportation system.

Reduce greenhouse gas
emissions and improve air
quality.

No conflict. The proposed project would result in criteria air pollutant and GHG emissions during construction and operation. However, as presented in Section 3.2, the proposed project would not exceed the SCAQMD mass daily significance thresholds during construction or operation. GHG emissions would be reduced through compliance with applicable CALGreen standards.

Support healthy and equitable
communities.

No conflict. A desert landscape design is proposed throughout the project site including water cascades, multiple pools, rock escarpments, and fountains. Landscaping would be located throughout the project site and between proposed buildings with pedestrian access provided by the on -site pedestrian network.

Adapt to a changing climate and
support an integrated regional
development pattern and
transportation network.

Not applicable. The Proposed Project would not inhibit SCAG from supporting an integrated regional development pattern and transportation network.

Leverage new transportation
technologies and data -driven
solutions that result in more
efficient travel.

Not applicable. The Proposed Project would not inhibit SCAG from leveraging technology for the transportation system.

Encourage development of
diverse housing types in areas
that are supported by multiple
transportation options.

Not applicable. The Proposed Project does not include housing and would not inhibit SCAG from encouraging development of diverse housing types.

Promote conservation of natural
and agricultural lands and
restoration of habitats.

No conflict. The proposed project site is vacant with dirt covering the majority of the site. The proposed project will provide approximately 35% open space made up of landscape areas, pools, water features, and paths.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Table 8-4. Project Consistency with the SCAG Connect SoCaI RTP/SCS RTP/SCS Measure
Proposed Project Potential to Conflict
including water cascades, multiple pools, rock escarpments, and fountains. Landscaping would be located throughout the project site and between proposed buildings with pedestrian access provided by the on -site pedestrian network. The proposed plant palette would comprise of native, drought -tolerant plantings, consistent with the existing hotel landscaping and surrounding areas.

Source: SCAG 2020.

As shown in Table 8-4, the project would be consistent with all applicable measures within the SCAG Connect SoCal RTP/SCS.

Consistency with Executive Order S-3-05 and Senate Bill 32 • EO S-3-05. This EO establishes the following goals: GHG emissions should be reduced to 2000 levels by 2010, to 1990 levels by 2020, and to 80% below 1990 levels by 2050. • SB 32. This bill establishes for a statewide GHG emissions reduction target whereby CARB, in adopting rules and regulations to achieve the maximum technologically feasible and cost-effective GHG emissions reductions, shall ensure that statewide GHG emissions are reduced to at least 40% below 1990 levels by December 31, 2030.

This section evaluates whether the GHG emissions trajectory after proposed project completion would impede the attainment of the 2030 and 2050 GHG reduction goals identified in EOs B-30-15 and S-3-05.

To begin, CARB has expressed optimism with regard to both the 2030 and 2050 goals. It states in the First Update to the Climate Change Scoping Plan that "California is on track to meet the near -term 2020 GHG emissions limit and is well positioned to maintain and continue reductions beyond 2020 as required by AB 32" (CARB 2014, p. ES2). With regard to the 2050 target for reducing GHG emissions to 80% below 1990 levels, the First Update to the Climate Change Scoping Plan states the following (CARB 2014, p. 34):

This level of reduction is achievable in California. In fact, if California realizes the expected benefits of existing policy goals (such as 12,000 megawatts of renewable distributed generation by 2020, net zero energy homes after 2020, existing building retrofits under AB 758, and others) it could reduce emissions by 2030 to levels squarely in line with those needed in the developed world and to stay on track to reduce emissions to 80% below 1990 levels by 2050. Additional measures, including locally driven measures and those necessary to meet federal air quality standards in 2032, could lead to even greater emission reductions.

In other words, CARB believes that the state is on a trajectory to meet the 2030 and 2050 GHG reduction targets set forth in AB 32, EO B-30-15, and EO S-3-05. This is confirmed in the 2017 Scoping Plan, which states (CARB 2017a):

The Scoping Plan builds upon the successful framework established by the Initial Scoping Plan and First Update, while identifying new, technologically feasible and cost-effective strategies to ensure that California meets its GHG reduction targets in a way that promotes and rewards innovation, continues to foster economic growth, and delivers improvements to the environment and public health, including in disadvantaged communities.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT Neither SCAQMD or Rancho Mirage adopted GHG thresholds of significance, and as discussed previously, the quantitative analysis provided herein is provided for informational purposes only. Nevertheless, the project would not exceed the SCAQMD's draft interim threshold of 3,000 MT CO2e per year (SCAQMD 2008), providing evidence that the project would not interfere with implementation of any of the above -described GHG reduction goals for 2030 or 2050 because . This unadopted threshold was established based on the goal of AB 32 to reduce statewide GHG emissions to 1990 levels by 2020. Because the proposed project would not exceed the threshold, this analysis provides support for the conclusion that the project would not impede the state's trajectory toward the above -described statewide GHG reduction goals for 2030 or 2050. In addition, the project would comply with laws and regulations that would reduce GHG emissions.

Furthermore, the proposed project would not conflict with the state's trajectory toward future GHG reductions. In addition, since the specific path to compliance for the state in regards to the long-term goals will likely require development of technology or other changes that are not currently known or available, specific additional mitigation measures for the project would be speculative and cannot be identified at this time. The proposed project's consistency would assist in meeting the City's contribution to GHG emission reduction targets in California. With respect to future GHG targets under SB 32 and EO S-3-05, CARB has also made clear its legal interpretation that it has the requisite authority to adopt whatever regulations are necessary, beyond the AB 32 horizon year of 2020, to meet SB 32's 40% reduction target by 2030 and EO S -3-05's 80% reduction target by 2050; this legal interpretation by an expert agency provides evidence that future regulations will be adopted to continue the state on its trajectory toward meeting these future GHG targets.

Based on the above considerations, the proposed project would not conflict with an applicable plan, policy, or regulation adopted for the purpose of reducing the emissions of GHGs, and no mitigation is required. This impact would be less than significant.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT

INTENTIONALLY LEFT BLANK
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4 References Cited
Caltrans (California Department of Transportation). 2010. "Users of CO Protocol." October 13, 2010. Accessed March 2017. http://www.dot.ca.gov/hq/env/air/documents/COProtocol_searchable.pdf .

CAPCOA (California Air Pollution Control Officers Association). 2008. CEQA & Climate Change: Evaluating and Addressing Greenhouse Gas Emissions from Projects Subject to the California Environmental Quality Act.

January 2008.

CAPCOA. 202. California Emissions Estimator Model (Ca!EEMod) User's Guide Version 2020.4.0. http://caleemod.com CARB (California Air Resources Board). 2000. Risk Reduction Plan to Reduce Particulate Matter Emissions from Diesel -Fueled Engines and Vehicles. October 2000. Accessed September 2019. http://www.arb.ca.gov/diesel/documents/rrpfinal.pdf .

CARB. 2005. Air Quality and Land Use Handbook: A Community Health Perspective. April 2005. Accessed August 2016. http://www.arb.ca.gov/ch/landuse.htm .

CARB. 2008. Climate Change Scoping Plan: A Framework for Change. December 2008. Accessed September 2019. https://www.arb.ca.gov/cc/scopingplan/document/adopted_scoping_plan.pdf .

CARB. 2012. "California Air Resources Board Approves Advanced Clean Car Rules." January 27. Accessed September 2019. https://ww2.arb.ca.gov/news/california-air-resources-board-approves-advanced-clean-car-rules .

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CARB. 2017a. California's 2017 Climate Change Scoping Plan. November 2017. Accessed September 2019. https://www.arb.ca.gov/cc/scopingplan/scoping_plan_2017.pdf .

CARB. 2017b. Short -Lived Climate Pollutant Reduction Strategy. March 2017. Accessed September 2019. https://www.a rb.ca.gov/cc/shortl ived/meeti ngs/03142017/fi na I_slcp_report. pdf.

CARB. 2018a. "Glossary of Terms Used in Greenhouse Gas Inventories." June 22, 2018. Accessed September 2019. http://www.arb.ca.gov/cc/inventory/faq/ghg_inventory_glossary.htm .

CARB. 2018b. "California Greenhouse Gas Emission Inventory -2018 Edition." July 11, 2018. Accessed September 2019. http://www.arb.ca.gov/cc/inventory/data/data.htm .

CARB. 2019a. "Glossary." Accessed January 2019. https://ww2.arb.ca.gov/about/glossary .

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT CARB. 2019b. "Ozone & Health." Accessed September 2019. https://ww2.arb.ca.gov/resources/ozone-and-health .

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City of Rancho Mirage. 2017. City of Rancho Mirage General Plan Update. Adopted November 16, 2017.

CNRA (California Natural Resources Agency). 2009a. Final Statement of Reasons for Regulatory Action:

Amendments to the State CEQA Guidelines Addressing Analysis and Mitigation of Greenhouse Gas Emissions Pursuant to SB 97. December 2009. Accessed September 2019. http://resources.ca.gov/ ceqa/docs/Fi na l_Statement_of_Reasons.pdf.

CNRA. 2009b. 2009 California Climate Adaptation Strategy: A Report to the Governor of the State of California in Response to Executive Order S-13-2008. Accessed September 2019. http://resources.ca.gov/ docs/cl i mate/Statewide_Ada ptation_Strategy. pdf.

CNRA. 2014. Safeguarding California: Reducing Climate Risk: An Update to the 2009 California Climate Adaptation Strategy. July 2014. Accessed September 2019. http://resources.ca.gov/ docs/cl i mate/ Fi na I_Safeguarding_CA_Pla n_J u ly_31_2014. pdf.

CNRA. 2016. Safeguarding California: Implementation Action Plans. March 2016. Accessed September 2019. http://resou rces.ca.gov/docs/climate/safeguarding/Safeguarding%20Ca l iforn ia-Implementation% 20Action%20PIans.pdf.

CNRA. 2018a. Safeguarding California Plan: 2018 Update: California's Climate Adaptation Strategy. January 2018. Accessed September 2019. http://resources.ca.gov/docs/climate/safeguarding/update2018/ safeguarding -ca I i fo rn i s -p l a n -2018 -update. pdf.

CNRA. 2018b. Inland Deserts Summary Report. California's Fourth Climate Change Assessment. https://www.energy.ca.gov/sites/defau It/files/2019-07/Reg%20Report-% 20S U M-CCCA4-2 018-008%201 n l a n d Dese rts. pdf.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT CPUC (California Public Utilities Commission). 2013. "California's Zero Net Energy Policies and Initiatives." September 18, 2013. http://a nnualmeeting.naseo.org/Data/Sites/2/presentations/Fogel-Getting-to-ZNE-CA- Experience.pdf.

CVAG (Coachella Valley Association of Governments). 2017. Transportation Project Prioritization Study (TPPS).

June 26. Accessed November 2017. https://www.cvag.org/library/pdf_files/trans/ Transportation_Documents/CVAG%20TPPS%202017-04-27%20rev2017-06-26. pdf.

EPA (U.S. Environmental Protection Agency). 2009. Integrated Science Assessment for Particulate Matter. U.S.

EPA, EPA/600/R-08/139F, 2009.

EPA. 2013. Integrated Science Assessment (ISA) of Ozone and Related Photochemical Oxidants (Final Report, Feb 2013). EPA/600/R-10/076F. February 2013. Accessed September 2019. https://cfpub.epa.gov/ncea/isa/recordisplay.cfm?deid=247492 .

EPA. 2016. Integrated Science Assessment for Oxides of Nitrogen - Health Criteria (Final Report, 2016).

EPA/600/R-15/068. Washington, DC: EPA. January 2016. https://cfpub.epa.gov/ ncea/isa/recordisplay.cfm?deid=310879.

EPA. 2017. "Climate Change." Last updated January 19, 2017. Accessed September 2019. https://19january2017snapshot.epa.gov/climatechange_.html EPA. 2018a. "Criteria Air Pollutants." March 8, 2018. Accessed September 2019. https://www.epa.gov/ criteria -air -pollutants.

EPA. 2018b. "AirData: Access to Air Pollution Data." Last updated July 31, 2018. Accessed September 2019. http://www.epa.gov/airdata/ad_rep_mon.html .

EPA. 2019. Inventory of U.S. Greenhouse Gas Emissions and Sinks 1990-2017. EPA 430-R-19-001. April 11, 2019. Accessed September 2019. https://www.epa.gov/sites/production/files/2019-04/documents/ us-ghg-inventory-2019-main-text. pdf.

EPA and NHTSA (Department of Transportation's National Highway Traffic Safety Administration). 2016. EPA and NHTSA Adopt Standards to Reduce Greenhouse Gas Emissions and Improve Fuel Efficiency of Medium - and Heavy -Duty Vehicles for Mode/ Year 2018 and Beyond. August 2016. Accessed September 2019. https://nepis.epa.gov/Exe/ZyPDF.cgi/P100P7NL.PDF?Dockey=P100P7NL.PDF .

EPA and NHTSA. 2018. The Safer Affordable Fuel -Efficient `SAFE' Vehicles Rule for Model Years 2021-2026 Passenger Vehicles and Light Trucks. Proposed Rule August 2018. Accessed September 2019. https://www.govinfo.gov/content/pkg/FR-2018-08-24/pdf/2018-16820.pdf .

IPCC (Intergovernmental Panel on Climate Change). 2007. Climate Change 2007: The Physical Science Basis.

Contribution of Working Group I to the Fourth Assessment Report of the Intergovernmental Panel on Climate Change [Solomon, S., D. Qin, M. Manning, Z. Chen, M. Marquis, K.B. Averyt, M. Tignor and H.L.

Miller (eds.)]. Cambridge University Press, Cambridge, United Kingdom and New York, NY, USA, 996 pp.

Accessed September 2019. http://www.ipcc.ch/pdf/assessment-report/ a r4/wg1/a r4_wg1_fu I I_report. pdf.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT IPCC. 2013. Climate Change 2013: The Physical Science Basis. Contribution of Working Group I to the Fifth Assessment Report of the Intergovernmental Panel on Climate Change [Stocker, T.F., D. Qin, G. -K.

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TECHNICAL REPORT FOR THE RITZ-CARLTON RANCHO MIRAGE PROJECT SCAQMD. 2008. Draft Guidance Document - Interim CEQA Greenhouse Gas (GHG) Significance Threshold.

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CalEEM oc OutQut Files
592

593

CalEEMod Version: CaIEEMod.2020.4.0 Page 1 of 38 Date: 12/6/2021 1:56 PM Ritz Carlton Rancho Mirage - Riverside -South Coast County, Annual EMFAC Off -Model Adjustment Factors for Gasoline Light Duty Vehicle to Account for the SAFE Vehicle Rule Not Applied Ritz Carlton Rancho Mirage
Riverside -South Coast County, Annual

1.0 Project Characteristics

1.1 Land Usage
Land Uses
Size
Metric
Lot Acreage
Floor Surface Area
Population
Enclosed Parking with Elevator
Other Asphalt Surfaces
Parking Lot
381.00
Space

3.43 152,400.00
• 77.85 1000sgft • i
• 129.00 Space 1.16 51,600.00 i 0
4 Arena 23.84 1000sgft 7.66 23,840.00 i 0
Quality Restaurant •
. 6.97 N 1000sgft 0.16 6,966.00 i
i 0
4 Recreational Swimming Pool 23.75 1000sgft 0.55 23,746.00 i 0 Y
Apartments Low Rise • 106.00 Dwelling Unit 6.63 - 106,000.00 • 303 0 1.79
77,850.00
0 1.2 Other Project Characteristics
Urbanization Rural
Climate Zone 10
Utility Company Southern California Edison
CO2 Intensity 390.98
(Ib/MWhr)
Wind Speed (m/s) 2.4
CH4 Intensity
(Ib/MWhr)

1.3 User Entered Comments & Non -Default Data

0.033
Precipitation Freq (Days) 28
Operational Year 2025
N2O Intensity
(Ib/MWhr)

0.004
Project Characteristics - See Section 1.0 Project Characteristics.

Land Use - Venue modeled as Arena to represent event space. An approximately 5,513 square foot, 33 -feet, 6 -inches tall, community clubroom/lounge with access to a central pool terrace.

Construction Phase - Demolition and Site Preparation previously preformed. Schedule provided by applicant.

Off -road Equipment - Default values
Off -road Equipment - Default Values 594

CaIEEMod Version: CaIEEMod.2020.4.0

Page 2 of 38 ends

Rancho Mirage City CouncilDecember 18, 2025

Rancho Mirage City Council
December 18, 2025