Attachment 6 - Draft EIR — Visalia City Council, March 17, 2025 (part 3 of 4)

3.10-21

urban water supplier may use any combination of consumption reduction measures to achieve the necessary water demand reductions depending on the water shortage level. The City’s contingency planning is designed to ensure that necessary water supply will be available under each water shortage scenario. These water supply contingency measures, applicable to the entire Visalia District water service area, are fully applicable to the proposed project and protective of the adequacy of the proposed project’s water supply.

The WSA concluded that the City’s water system has sufficient groundwater capacity to supply the proposed project and other projected demands within the City’s service area through the year 2045.

The proposed project would result in development of the site, which would convert approximately 218 acres from pervious surfaces to impervious surfaces. However, this would not significantly interfere with groundwater recharge because all stormwaters would be collected and diverted to approximately 31.3 acres of Water Quality Management Basins to retain stormwater on-site that would facilitate groundwater recharge. Thus, the addition of impervious surfaces would not interfere substantially with groundwater recharge.

Therefore, the proposed project would not substantially decrease groundwater supplies and would not significantly lower the groundwater table of the aquifer or interfere substantially with the recharge of the underground aquifer, and there would be adequate water supply for the proposed project, the City of Visalia, and surrounding communities. With compliance with the applicable policies and regulations, payment of the required fees, and implementation of the water conservation measures and CIP , impacts would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance
Less than significant impact.

Drainage Leading to Erosion/Siltation, Flooding, Additional Sources of Polluted Runoff, or Impedance of Flood Flows
Impact HYD-3: The project would not substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river or through the addition of impervious surfaces, in a manner which would:
i) R esult in substantial erosion or siltation on- or off-site. (ii) S ubstantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or off-site.
(iii) C reate or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff.
(iv) I mpede or redirect flood flows.

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Impact Analysis
Construction
Construction activity could result in substantial erosion or siltation and increase in surface runoff due to a drainage pattern alteration and an increase of impervious surfaces, which could potentially lead to flooding on- or off-site and could therefore result in polluted runoff entering the City’s stormwater drainage system. However, the proposed project would be required to implement a SWPPP as part of its Construction General Permit as required by MM GEO-2. SWPPPs include mandated erosion control measures, which are developed to prevent significant impacts related to erosion caused by runoff during construction. Furthermore, Chapter 16.12.070 of the Municipal Code would ensure compliance with the requirements for grading and erosion control, including the prevention of sedimentation or damage to off-site property, and the proposed project would be subject to the review and approval of the City engineer. Therefore, although construction activities have the potential to generate increased erosion and siltation, compliance with applicable policies, laws and regulations and implementation of MM GEO-2 would minimize the potential for erosion, siltation, and surface runoff.

The majority of the project site is located in Zone X, which is an area with an 0.2 percent annual chance of flood hazard. The southeast corner of the project site is located in Zone X with a 1 percent annual chance of flood hazard. Therefore, the project site is not located within a flood hazard zone.

The nearest flood hazard zone is located 1,950 feet north of the project site in Zone AE, which is a regulatory floodway.6 The proposed project site is not in proximity to a stream or river and would not alter the course of a stream or river. Therefore, although construction activities have the potential to generate increased erosion and siltation, compliance with applicable policies, laws and regulations would minimize the potential for erosion or siltation.7 During the flooding of March 2023, Lake Kaweah reached capacity and flooding occurred in the City, resulting in a local state of emergency and implementation of the City’s emergency response plan.

During the flooding, City crews successfully diverted water and avoided major flooding in most areas of the City.8
Therefore, with implementation of MM GEO-2, construction impacts related to alteration of drainage pattern, erosion, siltation, surface runoff, and flooding would be less than significant.

Operation
Development of the project site would create approximately 218 acres of impervious surfaces compared to existing conditions.

The proposed project would implement DMMs required by Cal Water. The DMMs include prohibitions to runoff from irrigation, prohibitions against applying water to outdoor irrigation

6 Federal Emergency Management Agency (FEMA). 2009. FEMA Flood Map Number 06107C0930E. Website:
https://www.fema.gov/flood-maps. Accessed October 10, 2022. 7 The City of Visalia is prepared to respond to emergency situations throughout the City and alerts the public through social media, text alerts, and on their emergency update web page at www.visalia.city/emergency. The City also maintains a 24-hour flooding hotline at 559.713.4600.
8 Frederiksen, S. 2023. State of Emergency issued for City of Visalia. March 13. Website:
https://www.yourcentralvalley.com/news/local-news/state-of-emergency-issued-for-city-of-visalia/. Accessed March 23, 2023.

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during and within 48 hours after rainfall, and requirements limiting the hours that irrigation may be applied would help to limit impacts related to runoff. Furthermore, the proposed project would be required to implement MWELO for the proposed project’s landscaping. Under the revised MWELO irrigation efficiency guidelines, the proposed project’s 76.8 acres of landscaping would require recycled water, or utilize low water demand landscaping, which would minimize the potential impacts of runoff from irrigation. Additionally, during project operations, stormwater on the existing and proposed impervious surfaces would be collected and conveyed to the on-site stormwater system. The proposed project would include seven Water Quality Management Basins, on approximately 31.3 acres, that would be designed to meet all applicable standards and requirements, including accommodating a 100-year storm event, and would detain runoff and release it at a rate no greater than the pre-development condition. The proposed project would be required to retain the stormwater per the City’s drainage requirements and all other applicable standards. Therefore, impacts related to runoff from irrigation or stormwater during operation of the proposed project would be less than significant.

Because the project site is not located in a flood hazard zone and would not alter the course of a stream or river, operational impacts would be less than significant.

Therefore, operation impacts related to alteration of drainage pattern, erosion, siltation, surface runoff, and flooding would be less than significant.

Level of Significance Before Mitigation
Potentially significant impact.

Mitigation Measures
Implement MM GEO-2.

Level of Significance After Mitigation
Less than significant impact.

Risk of Pollutant Release Due to Inundation
Impact HYD-4: Would the project be located in a flood hazard, tsunami, or seiche zone, or risk release of pollutants due to project inundation?
Impact Analysis
As discussed above, the project site is located in Zone X, which is not considered a flood hazard zone.

The nearest flood hazard zone is located 1,950 feet north of the project site in Zone AE, which is a regulatory floodway.
9 Furthermore, there are no large inland bodies of water near the project site, a condition that precludes the possibility of seiche inundation. The project site is more than 100 miles from the Pacific Ocean and therefore is not susceptible to tsunami inundation. The project site is located in a relatively flat area and does not contain any steep slopes that may be susceptible to mudflows or landslides. The proposed project site is not located within a 100- or 500-year flood

9 F ederal Emergency Management Agency (FEMA). 2009. FEMA Flood Map Number 06107C0930E. Website:
https://www.fema.gov/flood-maps. Accessed October 10, 2022.

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hazard zone. Therefore, the proposed project would not be located in a flood hazard, tsunami, or seiche zone, or risk release of pollutants due to project inundation, and impacts would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance
Less than significant impact.

Water Quality Control or Sustainable Groundwater Management Plans Consistency Impact HYD-5: Would the project conflict with or obstruct implementation of a water quality control plan or sustainable Groundwater Management Plan? Impact Analysis
Implementation of the General Plan Policies, UWMP, the KDWCD Groundwater Management Plan, and the City’s involvement with the KDWCD Integrated Regional Water Management Planning program, in addition to the City’s Stormwater Master Plan and Management Program and the Waterways and Trails Master Plan, would address the issues of providing an adequate, reliable, and sustainable water supply for the proposed project’s future urban domestic and public safety consumptive purposes.

The City has established fees that fund groundwater recharge and other water resource projects within the City. The proposed project would comply with the City’s Water Resource Management and Groundwater Overdraft Mitigation Fee Ordinance (Municipal Code Chapter 16.54, Groundwater Overdraft Mitigation), which states, “conversion of land from agricultural to urban uses increases the local groundwater overdraft,” and requires impact fees for new development and a volumetric fee for existing urban water supplies to fund programs to mitigate the impact of new development and existing water extractions upon conditions of groundwater overdraft. According to the ordinance, the fee shall be paid as a condition of final map approval or other final discretionary development approval, and the fee paid shall be in addition to all other impact fees paid prior to issuance of a building permit.

The proposed project is planned for Industrial and Light Industrial uses. As such, the proposed project would not affect groundwater supplies beyond what has already been analyzed and approved in the General Plan and Cal Water UWMP, and the proposed project would therefore not conflict with the implementation of the Mid-Kaweah River Basin Groundwater Management Plan.

Furthermore, the proposed project would comply with all applicable regulations and policies and payment of fees pursuant to the City of Visalia Water Resource Management and Groundwater Overdraft Mitigation Fee Ordinance. Therefore, impacts would be less than significant.

Mitigation Measures
No mitigation measures are required.

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Level of Significance
Less than significant impact.

3.10.7 - Cumulative Impacts
Hydrology
Cumulative impacts related to hydrology and water quality typically occur within a defined watershed or basin. Therefore, all cumulative developments within the Tulare Lake Basin, including those cumulative projects listed in Chapter 3, Environmental Impact Analysis, Table 3-1, Cumulative Projects, have been considered in this analysis since they are located within the basin. All cumulative projects would be required to comply with applicable laws and regulations implemented by the relevant public agencies including the Central Valley RWQCB, as well as relevant policies in the General Plan and other applicable codes, ordinances, and policies, which prevent a project from increasing off-site surface water flow from existing conditions and further ensures that projects adhere to BMPs during construction to prevent pollutants from being carried off-site. Additionally, regional development would be required to comply with applicable regional, State, and federal laws and regulations regarding flooding to ensure impacts are less than significant in this regard. These regulations, in combination with implementation of applicable provisions in the General Plan, would result in a less than significant cumulative impact related to hydrology.

As discussed in detail above, the proposed project would also be required to comply with applicable laws and regulations implemented by the relevant public agencies, including the Central Valley RWQCB, and to demonstrate consistency with the General Plan and other applicable codes, ordinances, and policies related to preventing pollutants from being conveyed off-site. The combination of the requirement to adhere to these laws, regulations, and policies as well as identified BMPs would ensure that the proposed project’s contribution to the less than significant cumulative impact would not be cumulatively considerable. Thus, there would be a less than significant cumulative impact related to hydrology.

Water Supply
The geographic scope of the cumulative water supply analysis is the service area of the Visalia District of Cal Water, which provides potable water to residents and businesses within the City. The WSA evaluates the adequacy of Visalia District’s total project water supplies, including existing water supplies and future planned water supplies, to meet the Visalia District’s existing and projected future water demands, including those future water demands associated with the proposed project.

Cumulative projects, including those listed in Table 3-1 (refer to Chapter 3, Environmental Impact Analysis, Table 3-1, Cumulative Projects), are located within the City’s Urban Growth Boundary. A WSA was completed for the proposed project that evaluated projected water demand associated with the proposed project, in addition to existing and other planned future users within Visalia District’s service area. The WSA concluded that the City’s water system has sufficient groundwater capacity to supply the proposed project and other projected demands within the City’s service area through the year 2045.

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Developers of the other cumulative projects would be required to pay their proportionate share of required funding to the City for completion of water infrastructure improvements as included in the City’s CIP . In addition, cumulative projects, such as those listed in Table 3-1, would be required to demonstrate that they would be served with potable water service as a standard requirement of the development review process, and would be required to comply with provisions of the applicable laws and regulations in the Municipal Code and The California Green Building Standards Code (CALGreen) related to water conservation. Therefore, cumulative impacts would be less than significant.

As discussed above, the proposed project would also be required to comply with City ordinances and General Plan Policies, as well as other laws and regulations that address water supply. The proposed project would also be required to pay applicable impact fees to help facilitate the completion of necessary water infrastructure. For these reasons, the proposed project would not have a cumulatively considerable contribution toward this less than significant cumulative impact related to water supply and treatment.

Water Quality
The geographic context for consideration of cumulative impacts related to surface water quality is the Tulare Lake Basin. All cumulative projects would involve short-term construction and long-term operational activities that would have the potential to degrade water quality in downstream water bodies, including the St. Johns River and Kaweah River. All cumulative project construction would be required to obtain a Construction General Permit from the State Water Board, which would require preparation of a SWPPP that would control potential discharges of contaminants into downstream water bodies. These cumulative projects would also be required to prepare a SWPPP and comply with the applicable General Plan Policies and relevant provisions of the Municipal Code during operation. For these reasons, and with implementation of MM GEO-2, there would be a less than significant cumulative impact with respect to surface water quality.

The proposed project would also be required to obtain a Construction General Permit from the State Water Board and to prepare a SWPPP . Similarly, the proposed project would also be mandated to comply with applicable General Plan Policies and applicable provisions of the Municipal Code during operation. For these reasons and as further discussed above, there would be a less than significant cumulative impact related to surface water quality and the proposed project’s contribution to the less than significant cumulative impact would not be cumulatively considerable.

The geographic context for consideration of cumulative impacts related to groundwater quality and management is the Kaweah Basin. All cumulative projects would involve short-term construction and long-term operational activities that would have the potential to impact groundwater quality and management. Construction related to cumulative projects would be required to obtain a Construction General Permit from the State Water Board, which would require preparation of a SWPPP that would control pollutants that could seep into groundwater. Operations of these cumulative projects would be required to comply with all applicable laws and regulations imposed by the relevant public agencies, including the Central Valley RWQCB, thereby ensuring that stormwater is pre-treated via bioretention and is otherwise handled pursuant to all applicable City of Visalia—Shirk and Riggin Industrial Project
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standards and requirements to ensure that percolation to the groundwater table would not result in degradation of groundwater quality. In addition, the cumulative projects would include measures such as bioretention areas to remove sediments and organic materials that might reduce groundwater percolation rates and other project features that would help to facilitate groundwater recharge. For these reasons, there would be a less than significant cumulative impact to groundwater quality.

Similarly, as discussed in detail above, the proposed project would be mandated to comply with applicable General Plan Policies and applicable provisions of the Municipal Code, as well as other governing laws and regulations, during operation. For these reasons and as further discussed above, there would be a less than significant cumulative impact related to groundwater quality, and the proposed project’s contribution to the less than significant cumulative impact would not be cumulatively considerable.

Level of Cumulative Significance Before Mitigation
Potentially significant impact.

Mitigation Measures
Implement MM GEO-2.

Level of Cumulative Significance After Mitigation
Less than significant impact.

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3.11 - Land Use and Planning

3.11.1 - Introduction
This section of the Draft Environmental Impact Report (Draft EIR) describes existing conditions of the project site and vicinity related to land use and planning as well as the relevant regulatory framework. This section also evaluates the proposed project’s potential impacts related to land use and planning and presents feasible mitigation measures, if and to the extent required. The descriptions and analysis in this section are based, in part, on review of applicable land use policies, provisions, and regulations, including those set forth in the City of Visalia (City) General Plan (General Plan), the City Municipal Code (Municipal Code), and Tulare County Local Agency Formation Commission (LAFCo) adopted Policies and Procedures dated June 13, 2022, as well as review of project submittal information.

During the Notice of Preparation (NOP) scoping period, no comments were received related to land use and planning.

3.11.2 - Environmental Setting
Land Use
Project Site
The project site consists of three existing parcels (Assessor’s Parcel Numbers [APNs] 077-840-001, 077-840-002, and 077-840-003) and is generally bound by Riggin Avenue to the south, Shirk Street to the east, Kelsey Street to the west, and Modoc Ditch to the north. The project site is within the City’s Planning Area,1 the Urban Development Boundary (UDB) Tier 1 of the City (Chapter 2, Project Description, Exhibit 2-3), and the City’s Sphere of Influence (SOI).

The project site gently slopes upward to the east with a ground surface elevation of approximately 300 to 305 feet above mean sea level. The project site has been used for agricultural purposes since 1937. Currently, the project site is used for an almond orchard that was established around 2018 and is considered Prime Farmland as mapped by the California Department of Conservation Farmland Mapping and Monitoring Program. The project site is currently designated Industrial and Light Industrial under the General Plan adopted in 2014 (Chapter 2, Project Description, Exhibit 2-7). A private road intersects the project site from south to north.

Surrounding Area
West
Kelsey Street serves as the western boundary of the project site. Beyond Kelsey Street are warehouse uses including a warehouse distribution center and a United Parcel Service (UPS) distribution hub. This area has a General Plan Industrial Land Use designation and is within the municipal boundaries of the City.

1 Planning Area refers to the land area addressed by a General Plan, including land within the city limits and land outside the city limits that bears a relation to the City’s planning. This area is not all intended for development; the Urban Growth Boundary shows the future areas within the City envisioned for urban development.

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North
Modoc Ditch forms the northern boundary of the project site. Beyond Modoc Ditch are agricultural lands in unincorporated Tulare County with a General Plan Industrial and Light Industrial Land Use designation.

East
Shirk Street forms the eastern boundary of the project site. Beyond Shirk Street are agricultural land uses as well as Ridgeview Middle School. This area has General Plan Land Use designations of Residential Low Density, Residential Medium Density, Residential High Density, Commercial Neighborhood, Public/Institutional, and Parks/Recreation.

South
Riggin Avenue forms the southern boundary of the project site. Additionally, the boundary of the City is along the southwest border of the project site. Beyond Riggin Avenue are industrial, agricultural, and commercial land uses, including warehouses, distribution, and manufacturing buildings, and four mobile homes. This area has a General Plan Industrial and Light Industrial Land Use designation.

3.11.3 - Regulatory Framework
Federal
Federal Aviation Administration
Private and public development projects that propose structures whose heights penetrate the Federal Aviation Regulation Part 77 imaginary surfaces require Airport Land Use Commission (ALUC) review. In addition, Federal Aviation Administration (FAA) notification in accordance with Code of Federal Regulations, Part 77 is required for any proposal for construction or alteration under the following conditions:
a) If requested by the FAA.
b) Any construction or alteration that is more than 200 feet above ground level at its site. c) Any construction or alteration that exceeds an imaginary surface extending outward and upward at any of the following slopes:
• 100 to 1 for a horizontal distance of 20,000 feet of a public use or military airport from any point on the runway of each airport with its longest runway more than 3,200 feet. • 50 to 1 for a horizontal distance of 10,000 feet of a public use or military airport from any point on the runway of each airport with its longest runway no more than 3,200 feet. • 25 to 1 for a horizontal distance of 5,000 feet of the nearest takeoff and landing area of a public use heliport.
d) Any highway, railroad, or other traverse way whose prescribed adjusted height would exceed the above noted standards.
e) Any construction or alteration located on a public use airport or heliport regardless of height or location.

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Regional
Regional Transportation Plan/Sustainable Communities Strategy The 2018 Regional Transportation Plan (2018 RTP), presented by the Tulare County Association of Governments (TCAG), is a long-range planning document that defines how the region plans to invest in the transportation system until 2042 based on regional goals, multimodal transportation needs for people and goods, and estimates of available funding. The Sustainable Communities Strategy (SCS) is a component of the 2018 RTP , required by Senate Bill (SB) 375, that sets forth a forecasted development pattern for the region which, when integrated with the transportation network and other transportation measures and policies, will reduce greenhouse gas (GHG) emissions from passenger vehicles and light trucks to achieve the GHG reduction targets set by the California Air Resources Board. The future land use and transportation scenario presented in the SCS must accommodate forecast population, employment, and housing sufficient to meet the needs of all economic segments of population, including the State-mandated Regional Housing Needs Assessment (RHNA), while considering State housing goals. 2 As of the writing of this Draft EIR, the TCAG has drafted the 2022 Regional Transportation Plan (2022 RTP) and its SCS component. Once public comments are incorporated into the final document, it is expected that the 2022 RTP and SCS will supersede the prior 2018 RTP and SCS. The 2022 RTP and SCS would present updated long-range planning for investment in the region’s transportation system, covering 20 plus years of investment in the transportation system based on regional goals, multimodal transportation needs for people and goods, and estimates of available funding.3 This analysis evaluates project consistency with the 2018 RTP since it is the most recently adopted plan as of this writing.

Tulare County Local Agency Formation Commission
Established by State law in 1963, each LAFCo is responsible for approving changes in local governmental agency boundaries, including annexations and detachments of territory; incorporations of cities; formations of special districts; and consolidations, mergers, and dissolutions of districts. A LAFCo also reviews ways to reorganize, simplify, and streamline governmental structures. A LAFCo also has the authority to initiate proposals involving district consolidation, mergers, and reorganizations. In addition, a LAFCo is responsible for reviewing out-of-agency service agreements between property owners and service providers. In California, each of the 58 counties has a LAFCo. The primary purpose of a LAFCo is to (1) facilitate orderly growth and development by determining logical local agency boundaries; (2) preserve prime agricultural lands by guiding development away from presently undeveloped prime agricultural preserves; and (3) discourage urban sprawl and encourage the preservation of open space by promoting development of vacant land within cities before annexation of vacant land adjacent to cities. A LAFCo also ensures that agency boundaries logically relate to one another, thereby minimizing inefficiencies in service provision and overlapping responsibilities.

2 Tulare County Association of Governments (TCAG). 2018. 2018 Regional Transportation Plan/Sustainable Communities Strategy.

Website https://tularecog.org/tcag/planning/rtp/rtp-20181/. Accessed March 24, 2023. 3 Tulare County Association of Governments (TCAG). 2022. 2022 Regional Transportation Plan/Sustainable Communities Strategy.

Website: https://tularecog.org/tcag/planning/rtp/rtp-2022/. Accessed October 12, 2022.

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A LAFCo also establishes, amends and updates SOI for each city and special district within the county. An SOI is a plan for the probable physical boundaries and service area of a local government agency. The SOI, therefore, is a planning tool used to provide guidance for individual proposals involving jurisdictional changes and is intended to encourage efficient provision of community services and prevent duplication of service delivery. Territory must be within a city or district's SOI in order to be annexed.

A LAFCo is an independent public agency with countywide jurisdiction. A LAFCo has approval authority regarding boundary changes in organization to cities and special districts including annexations, detachments, formations, and incorporations. As noted above, LAFCo approval is necessary for changes to a city’s municipal limits or a city’s SOI. Under the California Environmental Quality Act (CEQA), for purposes of the proposed project, a LAFCo is a responsible agency that will consider the information in this Draft EIR in its review of the anticipated annexation application.

The Tulare County LAFCo is responsible for coordinating logical and timely changes in local governmental boundaries; conducting special studies which review ways to reorganize, simplify, and streamline governmental structure; and preparing SOIs for each city and special district within Tulare County. The Tulare LAFCo's efforts are directed to seeing that services are provided efficiently and economically while agricultural and open space lands are protected. 4 As detailed in Government Code Section 56668, a LAFCo must consider the 17 factors in Government Code Section 56668 when reviewing a proposal for a boundary change or reorganization (i.e., LAFCo proceeding involving two or more boundary changes), as noted further below.

Government Code Section 56668
When reviewing a proposal for a boundary change, a LAFCo must consider the following factors:
• Population and population density; land area and land use; per capita assessed valuation; topography, natural boundaries, and drainage basins; proximity to other populated areas; the likelihood of significant growth in the area, and in adjacent incorporated and unincorporated areas, during the next 10 years.
• The need for organized community services; the present cost and adequacy of governmental services and controls in the area; probable future needs for those services and controls; probable effect of the proposed incorporation, formation, annexation, or exclusion and of alternative courses of action on the cost and adequacy of services and controls in the area and adjacent areas.
• The effect of the proposed action and of alternative actions, on adjacent areas, on mutual social and economic interests, and on the local governmental structure of the county. • The conformity of both the proposal and its anticipated effects with both the adopted LAFCo policies on providing planned, orderly, efficient patterns of urban development, and the policies and priorities in Government Code Section 56377.

4 Tulare County Local Agency Formation Commission (Tulare County LAFCo). 2022. Welcome to Tulare County LAFCo. Website:
https://lafco.co.tulare.ca.us/. Accessed October 12, 2022.

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• The effect of the proposal on maintaining the physical and economic integrity of agricultural lands, as defined by Government Code Section 56016 to mean land currently used for the purpose of producing an agricultural commodity for commercial purposes, land left fallow under a crop rotational program, or land enrolled in an agricultural subsidy or set-aside program.
• The definiteness and certainty of the boundaries of the territory, the nonconformance of proposed boundaries with lines of assessment or ownership, the creation of islands or corridors of unincorporated territory, and other similar matters affecting the proposed boundaries.
• A regional transportation plan adopted pursuant to Government Code Section 65080, and its consistency with city or county general and specific plans. • The SOI of any local agency which may be applicable to the proposal being reviewed. • The comments of any affected local agency or other public agency. • The ability of the newly formed or receiving entity to provide the services that are the subject of the application to the area, including the sufficiency of revenues for those services following the proposed boundary change.
• Timely availability of water supplies adequate for projected needs as specified in Government Code Section 65352.5.
• The extent to which the proposal will affect a city or cities and the county in achieving their respective fair shares of the regional housing needs.
• Any information or comments from the landowner or landowners, voters, or residents of the affected territory.
• Any information relating to existing land use designations. • The extent to which the proposal will promote environmental justice. • Information contained in a local hazard mitigation plan, information contained in a safety element of a general plan, and any maps that identify land as a very high fire hazard zone or maps that identify land determined to be in a State Responsibility Area (SRA).

Annexation to a city is considered a proceeding for change in organization, which is subject to LAFCo review and approval, pursuant to the Cortese-Knox-Hertzberg Local Government Reorganization Act of 2000 (Government Code § 56000, et seq.).
5 Tulare County LAFCo Policy C-5.11(C) defines a Disadvantaged Community as an area that has a median household income 80 percent or less of the statewide average pursuant to Public Resources Code Section 75005(g) and contains at least 20 dwelling units at a density not less than one unit per acre. The nearest disadvantaged unincorporated community is Goshen, located on State Route (SR) 99 to the west of the City, approximately 1.15 miles southwest of the project site. 6 Therefore, the

5 See also Tulare County LAFCo Policies and Procedures, Section C(1.1). 6 City of Visalia. 2013. Municipal Service Review. Website: https://lafco.co.tulare.ca.us/msr/city-of-visalia-msr-update/. Accessed March 30, 2023.

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proposed project is not in an unincorporated Disadvantaged Community as defined by Tulare County LAFCo. However, the project site is located in a Census Tract that is considered a Disadvantaged Community as per SB 535.7,8
LAFCo Additional Requirements for City Annexations
Additionally, the LAFCo must measure a proposal’s consistency with its adopted policies when reviewing an application for annexation. The following Tulare County LAFCo Additional Requirements for City Annexations are relevant to this analysis:9
A. The boundaries of the proposed annexation must be definite and certain and must conform to lines of assessment whenever possible.

B. There is a demonstrated need for municipal services and controls.

C. The City has the capability of meeting the need for services and controls.

D. There is a mutual social and economic interest between the residents of the City and the proposed territory.

E. The proposed annexation is compatible with the City's General Plan.

F. The proposed annexation represents a logical and reasonable expansion of the annexing municipality.

G. Boundary lines shall be located so that entire road rights-of-way are placed within the same jurisdiction as the properties fronting the roads.

A Municipal Services Review (MSR) for the City of Visalia was prepared by Tulare LAFCo staff in 2012. It was adopted by the Commission on February 6, 2013. This is a process that the LAFCo is required to conduct in connection with establishing and updating SOIs. MSRs are designed to be a tool for collecting information and evaluating the provision of services from a broader perspective. Specifically, service reviews are designed to ensure that the proposed extension of services or creation of new service providers is consistent with the LAFCo’s purposes, policies, and procedures, including promoting orderly development, discouraging urban sprawl, preserving open space and prime agricultural lands, providing housing for persons and families of all incomes, and the efficient extension of government services. 10 The Visalia MSR provides the required information for project annexation. As a responsible agency, Tulare County LAFCo will utilize this Draft EIR to make the CEQA findings required to take action on

7 California Climate Investments are funds (Greenhouse Gas Reduction Fund and appropriated by the Legislature) from the proceeds of the State’s Cap-and-Trade Program specifically targeted for investment in disadvantaged communities in California. These funds must be used for programs that further reduce emissions of greenhouse gases. Senate Bill 535 (De León, Statutes of 2012) directed that at least a quarter of the proceeds go to projects that provide a benefit to disadvantaged communities and at least 10 percent of the funds go to projects located within those communities. The legislation gives Cal/EPA the responsibility for identifying those communities.
8 California Environmental Protection Agency (Cal/EPA). 2023. SB 535 Disadvantaged Communities (2022 Update). Website:
https://experience.arcgis.com/experience/1c21c53da8de48f1b946f3402fbae55c/page/SB-535-Disadvantaged-Communities/.

Accessed March 30, 2023.
9 Tulare County Local Agency Formation Commission (Tulare County LAFCo). 2022. Welcome to Tulare County LAFCo. Tulare LAFCo Policies and Procedures. Website: https://lafco.co.tulare.ca.us/. Accessed October 12, 2022. 10 See also Tulare County LAFCo Policies and Procedures, Section (C)5.7.

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the anticipated annexation proposal for the proposed project and will utilize the MSR as well as the proposed Plan for Services11 and other application materials in considering the merits of the annexation request. A copy of the NOP was sent to the Tulare County LAFCo during the NOP scoping period, and Tulare County LAFCo did not comment on the scope of the Draft EIR for the proposed project.

Local
County of Tulare
Tulare County Comprehensive Airport Land Use Plan
Article 3.5 of the California Public Utilities Code requires each county to create an ALUC and for this commission to prepare and adopt an airport land use plan for each public use airport in the county.

In accordance with this mandate, the Tulare County ALUC prepared the current Comprehensive Airport Land Use Plan in 2012. The intention of the Comprehensive Airport Land Use Plan is to promote the safety and well-being of the public by ensuring adoption of land use regulations which minimize exposure of persons to hazards associated with the operation of these airports including aircraft accidents and aircraft noise.

Actions that are subject to mandatory ALUC review include:
• Amendment of a general plan or specific plan, or the adoption or approval of a zoning ordinance or building regulation that affects lands within the Airport Influence Areas (Public Utilities Code § 21676(b));
• Construction of a new airport within Tulare County and adoption of its airport master plan (Public Utilities Code § 21676(c)); and
• Any school site proposed within 2 miles of an airport runway by a public or private entity (Public Utilities Code § 21655).

City of Visalia
City of Visalia General Plan
The project site is designated under the General Plan as Industrial and Light Industrial. (See Exhibit 2-

7.) Land designated Light Industrial is intended for light manufacturing, warehousing, storage, distribution, research and development enterprises, and secondary office (limited customer access) uses. The maximum floor area ratio (FAR) for the Light Industrial designation is 0.5. Lands designated Industrial allow primary manufacturing, processing, refining, and similar activities including those with outdoor facilities. It also accommodates warehousing and distribution with supporting

11 A plan for services is a requirement of the annexation submittal process, which must include all of the information set forth in Government Code Section 56653, such as: an enumeration and description of the services currently provided or to be extended to the affected territory; the level and range of those services; an indication of when those services can feasibly be extended to the affected territory, if new services are proposed; an indication of any improvement or upgrading of any structures, roads, or service or water facilities, or other conditions the local agency would impose or require within the affected territory if the change of organization/reorganization is completed; and information with respect to how those services will be financed. See also Tulare LAFCo Policies and Procedures, Section (C)1.5.

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commercial services and office space. Retail is not permitted. The maximum FAR for the Industrial designation is 0.6.

The General Plan establishes the following guiding goals, objectives and implementing policies associated with land use planning that are relevant to this analysis:

Objective LU-O-9 Implement and periodically update a growth management system that will guide the timing, type, and location of growth; preserve resource lands, natural features, and open space; and promote infill and redevelopment.

Objective LU-O-10 Protect agricultural land from premature urban development.

Policy LU-P-19 Ensure that growth occurs in a compact and concentric fashion by implementing the General Plan’s phased growth strategy.

Policy LU-P-20 Allow annexation and development of residential, commercial, and industrial land to occur within the “Tier I” Urban Development Boundary (UDB) at any time, consistent with the City’s Land Use Diagram.

Policy LU-P-39 Improve tree planting, landscaping, and site design standards to minimize the visual impact of large parking lots and buildings, to enhance and promote natural characteristics compatible with urban form, to minimize heat gain and promote energy conservation, and to improve stormwater infiltration.

Policy LU-P-40 Where possible, through the Site Plan Review process, retain native trees as landscape elements and for shading.

Objective LU-O-33 Provide adequate land in a variety of parcel sizes for industrial development, and strengthen the City’s role as a regional manufacturing center.

Objective LU-O-34 Ensure compatibility between industrial lands and adjacent dissimilar land uses.

Policy LU-P-100 Establish zoning standards to assure high-quality design and site planning for large-scale industrial development.

Policy LU-P-101 As part of industrial developments, allow secondary uses such as restaurants, cafés, small convenience stores and day care facilities, to serve area employees.

Policy LU-P-102 Ensure the timely completion of necessary infrastructure to support new industrial development.

Policy LU-P-103 Require buffering land uses adjacent to existing or planned residential areas adjacent to industrial designations. Such uses may include parks, drainage ponds, open space, or other such uses.

Policy LU-P-104 Preserve land designated for light and heavy industrial uses by limiting the intrusion of freestanding retail commercial or service commercial uses.

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Policy LU-P-106 Develop performance standards to supplement and augment design standards to minimize the negative impacts (glare, signage, noise, dust, traffic) associated with the establishment of new or expansion of existing service commercial and industrial development.

Policy LU-P-107 Reserve adequate sewage treatment plant capacity and sewerage capacity to meet the projected needs of industrial growth, and allow “package plants” where they represent a more fiscally appropriate solution if approved by the Department of Public Works.

Objective OSC-6 Protect water resources vital to the health of the community’s residents and important to the Planning Area’s ecological and economic stability.

Objective OSC-O-7 Preserve and enhance Planning Area waterways and adjacent corridors as valuable community resources which serve as plant and wildlife habitats, as groundwater recharge facilities, as flood control and irrigation components, and as connections between open space areas.

Objective OSC-O-11 Preserve and protect historic features and archaeological resources of the Visalia Planning Area including its agricultural surrounding for aesthetic, scientific, educational, and cultural values.

Objective OSC-P-23 Where no urban development exists, maintain a minimum riparian habitat development setback from the discernible top of the bank—50 feet for both sides of the Mill, Packwood and Cameron Creek corridors and 25 feet for both sides of Modoc, Persian and Mill Creek Ditches—provided that where riparian trees are located within 100 feet of the discernible top of the banks of the Creek corridors and 50 from the banks for the ditches, the setback shall be wide enough to include five feet outside the drip line of such trees. Restore and enhance the area within the setback with native vegetation. • Where existing development or land committed to development prohibits the 50-foot setback on Mill, Packwood and Cameron Creek corridors, provide the maximum amount of land available for a development setback. • Where existing development or land committed to development prohibits the 25-foot setback along Modoc, Persian, and Mill Creek Ditches, provide the maximum amount of land available for a development setback.

Policy OSC-P-39 Establish requirements to avoid potential impacts to sites suspected of being archaeologically, paleontologically, or historically significant or of concern, by:
• Requiring a records review for development proposed in areas that are considered archaeologically or paleontologically sensitive; • Determining the potential effects of development and construction on archaeological or paleontological resources (as required by CEQA); City of Visalia—Shirk and Riggin Industrial Project
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• Requiring pre-construction surveys and monitoring during any ground disturbance for all development in areas of historical and archaeological sensitivity; and
• Implementing appropriate measures to avoid the identified impacts, as conditions of project approval.

Policy T-P-23 Require that all new developments provide right-of-way, which may be dedicated or purchased, and improvements (including necessary grading, installation of curbs, gutters, sidewalks, parkway/landscape strips, bike, and parking lanes) other City street design standards. Design standards will be updated following General Plan adoption.

Policy T-P-24 Require that proposed developments make necessary off-site improvements if the location and traffic generation of a proposed development will result in congestion on major streets or failure to meet LOS D during peak periods or if it creates safety hazards.

Policy PSCU-P-2 Strive to achieve and maintain a citywide standard of at least five acres of neighborhood and community parks per 1,000 residents. Credits for pocket parks can be granted under the Park Acquisition and Development Fee Program, subject to the design review criteria of Policy PSCU-P-8. These credits may be on a less than 1:1 basis.

Policy PSCU-P-9 Continue to implement a Park Acquisition and Development Fee Program updated to be consistent with this General Plan, including the following:
• Land and fees received shall support a standard of five acres of neighborhood and community parks per 1,000 residents and provide park and recreation facilities serving the neighborhood quadrant in which the contributing development occurs;
• A portion of the fees collected are to be used for community-wide recreation facilities;
• Dedicated park land meeting specified criteria for community parks, neighborhood parks and pocket parks may be provided at the City’s discretion, in lieu of fees, or earn fee credits (the City will not accept undevelopable, unusable land); and
• Fee credits may also be given for storm drainage basins designed and built for dual recreational use, but these credits may be on a less than 1:1 basis depending on the amenities and facilities provided and their availability throughout the year.

Objective S-O-1 Minimize risks of property damage and personal injury posed by geologic and seismic hazards.

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Objective S-O-3 Protect soils, surface water, and groundwater from contamination from hazardous materials.

Objective S-O-6 Provide comprehensive emergency response and evacuation routes for Visalia area residents.

Policy S-P-15 Require remediation and cleanup of sites contaminated with hazardous substances.

Policy S-P-17 Ensure that all specified hazardous facilities conform to the Tulare County Hazardous Materials Business Plan.

Policy S-P-18 Coordinate enforcement of the Hazardous Material Disclosure Law and the implementation of the Hazardous Material Emergency Response Plan with the Tulare County Health and Human Service Agency.

Policy S-P-19 Coordinate with the Tulare County Environmental Health Division and other appropriate regulatory agencies during the review process of all proposals for the use of hazardous materials or those involving properties that may have toxic contamination, such as petroleum hydrocarbons, CAM 17 metals, asbestos, and lead.

Policy S-P-20 Require applicants of projects in areas of known or suspected hazardous materials occurrences such as petroleum hydrocarbon contamination, CAM 17 metals, USTs, location of asbestos rocks and other such contamination to perform comprehensive soil and groundwater contamination assessments in accordance with regulatory agency testing standards, and if contamination exceeds regulatory action levels, require the project applicant to undertake remediation procedures prior to grading and development under the supervision of appropriate agencies, such as Tulare County Department of Environmental Health, Department of Toxic Substances Control, or Regional Water Quality Control Board.

Policy S-P-21 Develop a community wildfire mitigation plan that identifies and prioritizes areas for hazard fuel reduction treatments, and recommend the types of methods of treatments.

Policy S-P-24 Continue to bolt down the roofs of critical facilities in wind gust hazard areas in order to prevent wind damage.

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Policy S-P-27 Implement a fuel modification program, which also includes residential maintenance requirements and enforcement, plan submittal and approval process, guidelines for planting, and a listing of undesirable plant species.

Require builders and developers to submit their plans, complete with proposed fuel modification zones, to the Fire Department for review and approval prior to beginning construction.

Policy S-P-28 Assist in solving the incendiary problem by improving law enforcement and investigation equipment, adapting equipment available in other fields; and purchasing new equipment where needed. Implement “no burn” programs, particularly in areas outside of immediate response zones of fire stations.

Policy S-P-29 Ensure availability of adequate water supplies to meet public health and safety needs, and for resource protection, by maintaining the following order of priority for water use:
• Potable water supply, fire protection, and domestic use • Resource protection and preservation
• Industrial, irrigation and commercial uses
• Water-oriented recreation
• Air conditioning

Policy S-P-30 Integrate the Tulare County Hazard Mitigation Plan, in particular the hazard analysis and mitigation strategy sections, into the development review process, the emergency operations plan, and capital improvement program, as appropriate.

City of Visalia Municipal Code
Because the project site is currently adjacent to but outside of the City’s municipal boundaries, the City’s Zoning Map does not currently provide a zoning designation for the project site. Upon completion of the annexation process and LAFCo approval of the anticipated annexation proposal, the project site would be zoned Industrial (I) and Light Industrial (I-L) consistent with the project site’s current General Plan Land Use designation as shown in Chapter 2, Project Description, Exhibit 2-7. In anticipation thereof, the City would pre-zone the project site as Industrial (I) and Light Industrial (I-L) as part of the proposed project’s City entitlement process.

The purpose and intent of the Light Industrial zone district is to provide an area for uses that are characterized by low intensity research and development, warehousing, and limited manufacturing and production, processing, assembling, and packaging or treatment of food products from previously prepared materials. Uses that may restrict the operation of the above due to sensitivity to noise, truck traffic, etc., are not provided in this district.

The purpose and intent of the Industrial zone district is to provide an area for uses that are characterized by the manufacturing, processing, or assembling of semi-finished or finished products City of Visalia—Shirk and Riggin Industrial Project
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from raw materials. Uses that may restrict the operation of the above due to sensitivity to noise, truck traffic, etc., are not provided in this district.

The Municipal Code contains the following development standards for the I and I-L zones:

A. Minimum site area: five (5) acres.

B. Maximum building height: seventy-five (75) feet.

C. Minimum required yards (building setbacks):

1. Frontage on major road: twenty-five (25) feet. (Major roads are defined as roads shown as arterials or collectors on the Circulation Element Map, including but not limited to Goshen Avenue, Plaza Drive, and Avenue 308).

2. Frontage on minor road: fifteen (15) feet. (Minor roads are defined as roads shown as local streets on the Circulation Element Map, including but not limited to Elowin Court, Clancy Drive, and Rasmussen Avenue).

3. Frontage on interior roads: ten (10) feet. (Interior roads provide access only to parcels within a development.).

4. Rear: zero (0) feet.

5. Rear yards abutting an R-1 or R-M zone district: twenty (20) feet.

6. Side: zero (0) feet.

7. Side yards abutting an R-1 or R-M zone district: twenty (20) feet.

8. Side abutting railroad right-of-way: twenty-five (25) feet.

D. Minimum required landscaped yard (setback) areas:

3. Frontage on interior roads: ten (10) feet. (Interior roads provide access only to parcels within a development.).

4. Rear: zero (0) feet.

5. Rear yards abutting an R-1 or R-M zone district: ten (10) feet.

6. Side: zero (0) feet.

7. Side yards abutting an R-1 or R-M zone district: ten (10) feet.

8. Side abutting railroad right-of-way: twenty-five (25) feet.

E. Additional standards:

1. Properties subdivided into parcels of less than five acres shall provide a common or joint storm drainage facility or pond, to be maintained through a private property owners' association formed at the time of subdivision.

2. An eight-foot masonry wall is required along a property line where a site abuts an R-1 or R-M zone district. (Ord 2017-01 (part), 2017).
12 12 City of Visalia. 2017. Visalia Municipal Code 17.22.060 Development standards in the I-L and I zones.

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Oak Tree Preservation Chapter
The purpose of Chapter 12.24, Oak Tree Preservation, is to establish basic standards, measures and compliance requirements for the preservation and protection of native Valley oak trees and landmark trees. As such, removal of oak trees is prohibited except when under removal permit.

Furthermore, removal of an oak tree under permit requires the application of removal standards and mitigation measures, as described in further detail within Municipal Code Chapter 12.24.

Active Transportation Plan
The Active Transportation Plan (ATP) was adopted by the City on March 6, 2017. The ATP incorporates and updates goals set in the following prior documents: the 2030 Visalia General Plan, the 2011 Visalia Bikeway Plan, the 2010 Waterways and Trails Master Plan, and the Regional ATP for the Tulare County Region. The purpose of the ATP is to guide pedestrian and bikeway policies, programs, and facility improvements to improve safety, comfort, and convenience for pedestrians and bicyclists in Visalia.

3.11.4 - Methodology
FirstCarbon Solutions (FCS) evaluated the potential for land use and planning impacts through site reconnaissance, use of aerial photos, and review of applicable land use policy documents with a focus on plans, policies and regulations that were adopted for the purpose of avoiding or mitigating environmental effects. Photographs were taken of the project site and surrounding land uses to document existing conditions. FCS reviewed the General Plan and the Municipal Code, among other relevant plans, policies, and regulations, to identify applicable policies and provisions that would be relevant to this analysis. In connection therewith, FCS reviewed the proposed project for consistency with the General Plan and Municipal Code as well as other relevant plans, policies, and regulations as necessary to adhere to the requirements under CEQA.
13 3.11.5 - Thresholds of Significance
The City, as lead agency, has elected in its discretion to utilize the criteria in CEQA Guidelines Appendix G environmental checklist to determine whether the proposed project’s impacts to land use and planning would be significant environmental effects. Specifically, it would be a significant impact if the proposed project would:
a) Physically divide an established community?
b) Cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect?

It should be noted that the significance criteria set forth in Impact (b), above, is also separately analyzed in Section 3.12, Noise, to address potential impacts related to noise conflicts with land use

13 While not all of the plans, policies and regulations set forth in this Section 3.11 may have been adopted for the purpose of avoiding or mitigating environmental effects, for purposes of a conservative analysis, this Draft EIR identifies and considers a broad range of plans, policies, and regulations in evaluating project consistency.

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plans, which would include project-related conflicts to the noise land use compatibility standards of the General Plan and Municipal Code.

3.11.6 - Project Impacts Mitigation Measures
This section analyzes potential impacts associated with the construction and operation of the proposed project and provides feasible mitigation measures, if and to the extent required.

Divide an Established Community
Impact LAND-1: Would the project physically divide an established community? Impact Analysis
Construction
Impacts related to physical division of an established community are limited to operational impacts.

No respective construction impacts would occur.

Operation
The physical division of an already established community typically refers to construction of a linear feature, such as an interstate highway, railroad tracks, or the removal of a means of access that would impact mobility within an existing community and an outlying area. The proposed project would consist of an industrial and flex industrial park with parking and loading areas and related improvements along with compatible commercial uses consisting of self-storage/RV facility, a gas station, a convenience store, a car wash, and two drive-through restaurants within the City’s municipal boundaries upon annexation. The project site is currently developed with agricultural uses. The development of the proposed project would not involve the construction of any type of linear feature that would impair mobility with an existing community, nor would it remove a means of access in a manner that would impede travel or otherwise constitute division of an established community. Rather, the proposed project would be designed in accordance with relevant General Plan policies and other standards and requirements, which would help ensure a cohesive, integrated site and circulation plan, and compatibility with nearby uses. Therefore, impacts would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance
Less than significant impact.

Conflict with Applicable Plans, Policies, or Regulations Impact LAND-2: Would the project cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect?
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Impact Analysis
Construction
Impacts related to consistency with applicable land use plans and policies are limited to operational impacts. No respective construction impacts would occur.

Operation
Regional Transportation Plan/Sustainable Communities Strategy The TCAG 2018 RTP establishes regional transportation policy for Tulare County based on specific transportation goals and objectives. The RTP focuses on achieving a coordinated and balanced multimodal transportation system, while maintaining the integrity of the existing system. The RTP includes projects located throughout Tulare County for all forms or modes of transportation, including automobiles, transit, nonmotorized (including bicycle), passenger rail, freight, and aviation facilities. The goals and objective contained in the RTP are focused on transportation initiatives, infrastructure, planning, and funding on the regional level. The proposed project would support these policies and strategies to the maximum extent feasible at the project level.

Goal 6 is to provide a transportation system that efficiently and effectively transports goods to, from, within, and through Tulare County. The proposed project would be located adjacent to nearby existing industrial uses, and in proximity to SR-99, to provide for an orderly development that contributes to efficient and effective goods movement. Goal 8 is to expand the region’s bicycle and pedestrian systems. The proposed project would provide sidewalk improvements along project frontage which would expand the pedestrian system. Goal 10 is to improve air quality through congestion management, coordination of land use, housing and transportation system, provision of alternative modes of transportation and provision of incentives that reduce vehicle miles traveled.

Though the proposed project would result in significant and unavoidable impacts with respect to air quality, the project would be required to implement feasible mitigation as detailed in Section 3.3 Air Quality, which would reduce air quality emissions to the maximum extent feasible thereby improving air quality, consistent with Goal 10. Therefore, the proposed project is considered to be consistent with the RTP/SCS.

Local Agency Formation Commission Requirements for City Annexations California Government Code Section 56668 establishes factors that LAFCo’s must use in reviewing annexation proposals to encourage well-planned, well-ordered, efficient urban development and discouraging urban sprawl. Table 3.11-1 provides a consistency analysis with California Government Code Section 56668. As shown in the table, the proposed annexation of the proposed project would be consistent with Section 56668. Impacts would be less than significant.

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Table 3.11-1: LAFCo Consistency Analysis (Government Code § 56668) Section Consistency Determination
Section 5668(a): Population and population density;
land area and land use; per capita assessed valuation;
topography, natural boundaries, and drainage basins;
proximity to other populated areas; the likelihood of
significant growth in the area, and in adjacent
incorporated and unincorporated areas, during the
next 10 years
Consistent: The project site is within the City’s SOI
and its Tier 1 UDB and would represent a progressive
step toward infill of the SOI in this area of the City, consistent with the long-term planning vision of the
City for Industrial and Light Industrial uses, as
reflected in the General Plan.

Section 56668(b): The need for organized community
services; the present cost and adequacy of
governmental services and controls in the area;
probable future needs for those services and
controls; probable effect of the proposed
incorporation, formation, annexation, or exclusion
and of alternative courses of action on the cost and
adequacy of services and controls in the area and
adjacent areas. “Services,” as used in this subdivision, refers to governmental services whether or not the
services are services which would be provided by
local agencies subject to this division, and includes
the public facilities necessary to provide those
services.

Consistent: The proposed project would include
infrastructure improvements, such as tie in with
existing water line and wastewater line, and
stormwater basins and storm drainage improvements
throughout the site, in order to properly serve the
new development. As discussed in Section 3.13,
Public Services, and Section 3.15, Utilities and Service Systems, the proposed project would be required to
pay all necessary fees for utility service connections.

Section 56668(c): The effect of the proposed action
and of alternative actions, on adjacent areas, on
mutual social and economic interests, and on the
local governmental structure of the county.

Consistent: The project site is within the City’s SOI
and its Tier 1 UDB and would represent a progressive
step toward infill of the SOI in this area of the City, consistent with the long-term planning vision of the
City for Industrial and Light Industrial uses, as
reflected in the General Plan. The proposed project is
consistent with the surrounding industrial uses. The
development would generate sales tax and new
employment opportunities.

Section 56668(d): The conformity of both the
proposal and its anticipated effects with both the
adopted commission policies on providing planned,
orderly, efficient patterns of urban development, and
the policies and priorities in Section 56377. (Section
56377 is reproduced below)
Consistent: As discussed in Section 3.2, Agricultural
and Forestry resources, although the project site
contains Prime Farmland, the proposed project is
consistent with the land use designation and intensity
of development previously approved by the City and
established by the General Plan; thus, conversion to
industrial use was envisioned as part of buildout
under the General Plan. Although previously
addressed in the certified General Plan EIR, for
purposes of a comprehensive and conservative
analysis, this Draft EIR acknowledges that the
proposed project would result in the loss of Prime
Farmland as a result of the construction of the
proposed urban uses. The project site’s surrounding
area contains many industrial uses, and thus the
proposed project is a logical expansion of industrial
uses in the area and siting the proposed industrial use 56377 In reviewing and approving or
disapproving proposals which could
reasonably be expected to induce,
facilitate, or lead to the conversion of
existing open space lands to uses other
than open space uses, the commission
shall consider all of the following policies
and priorities:
(a) Development or use of land for other
than open space uses shall be guided
away from existing prime agricultural
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Section Consistency Determination
lands in open space use toward areas
containing nonprime agricultural lands,
unless that action would not promote
the planned, orderly, efficient
development of an area.
(b) Development of existing vacant or
nonprime agricultural lands for urban
uses within the existing jurisdiction of a
local agency or within the Sphere of
Influence of a local agency should be
encouraged before any proposal is
approved which would allow for or lead
to the development of existing open
space lands for non-open space uses
which are outside of the existing
jurisdiction of the local agency or
outside of the existing Sphere of
Influence of the local agency.
elsewhere would not promote planned, orderly,
efficient development of the area.

Section 56668(e): The effect of the proposal on
maintaining the physical and economic integrity of
agricultural lands, as defined by Section 56016.
(Section 56016 is reproduced below.)
Consistent: As discussed in Section 3.2, Agricultural
and Forestry Resources, although the project site
contains Prime Farmland, the proposed project is
consistent with the land use designation and intensity
of development established by the General Plan;
thus, conversion to industrial use was envisioned as
part of buildout under the General Plan.
56016 “Agricultural lands” means land currently
used for the purpose of producing an
Agricultural commodity for commercial
purposes, land left fallow under a crop
rotational program, or land enrolled in an
agricultural subsidy or set-aside program.

Section 56668(f): The definiteness and certainty of
the boundaries of the territory, the nonconformance
of proposed boundaries with lines of assessment or
ownership, the creation of islands or corridors of
unincorporated territory, and other similar matters
affecting the proposed boundaries.

Consistent: The project site boundaries that would be
presented in the annexation application would be
definite, would conform to Assessor’s Parcel Number
(APN) lines and/or ownership of legal lots, and would
not contain any split parcels.

Section 56668(g): A regional transportation plan
adopted pursuant to Section 65080, and consistent
with city or county general and specific plans.
(Section 65080 is not reproduced below due to
length; however, its information was used in this
analysis and the link is provided in the table sources
further reference.)
Consistent: As discussed throughout this Land Use
section, the proposed project would be consistent
with all transportation policies that are relevant to
the proposed project.

Section 56668(h): The Sphere of Influence of any
local agency which may be applicable to the proposal
being reviewed.

Consistent: The proposed project is within the City’s
SOI.

Section 56668(i): The comments of any affected local
agency or other public agency.

Consistent: Notification of the annexation will be
circulated to local and affected agencies.

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Section Consistency Determination
Section 56668(j): The ability of the newly formed or
receiving entity to provide the services which are the
subject of the application to the area, including the
sufficiency of revenues for those services following
the proposed boundary change.

Consistent: The proposed project would be served by
municipal services, fire services, police services, and other public services as demonstrated in Sections

3.14, Public Services, and 3.16, Utilities and Service
Systems. The project applicant would provide the fair
share costs of all infrastructure necessary to serve the proposed project. Additionally, the proposed project
would pay its share of development impact fees.

Section 56668(k): Timely availability of water supplies adequate for projected needs as specified in Section
65352.5. (Section 65352.5 is reproduced below.)
Consistent: A Water Supply Assessment (WSA) was
prepared for the proposed project and is included as
Appendix J. As discussed in Section 3.10, Hydrology
and Water Quality, and Section 3.15, Utilities and
Service Systems, there are sufficient water supplies
for the proposed project.
65352.5 (a) The Legislature finds and declares that
it is vital that there be close
coordination and consultation between
California’s water supply agencies and
California’s land use approval agencies
to ensure that proper water supply
planning occurs in order to
accommodate projects that will result
in increased demands on water
supplies.
(b) It is, therefore, the intent of the
Legislature to provide a standardized
process for determining the adequacy
of existing and planned future water
supplies to meet existing and planned
future demands on these water
supplies.
(c) Upon receiving, pursuant to Section
65352, notification of a city’s or a
county’s proposed action to adopt or
substantially amend a general plan, a
public water system, as defined in
Section 116275 of the Health and
Safety Code, with 3,000 or more service
connections, shall provide the planning
agency with the following information,
as is appropriate and relevant:
(1) The current version of its urban
water management plan, adopted
pursuant to Part 2.6 (commencing
with Section 10610) of Division 6 of
the Water Code.
(2) The current version of its capital
improvement program or plan, as
reported pursuant to Section
31144.73 of the Water Code.
(3) A description of the source or
sources of the total water supply
currently available to the water
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Section Consistency Determination
supplier by water right or contract,
taking into account historical data
concerning wet, normal, and dry
runoff years.
(4) A description of the quantity of
surface water that was purveyed by
the water supplier in each of the
previous five years.
(5) A description of the quantity of
groundwater that was purveyed by
the water supplier in each of the
previous five years.
(6) A description of all proposed
additional sources of water supplies
for the water supplier, including the
estimated dates by which these
additional sources should be
available and the quantities of
additional water supplies that are
being proposed.
(7) A description of the total number of
customers currently served by the
water supplier, as identified by the
following categories and by the
amount of water served to each
category:
(A) Agricultural users.
(B) Commercial users.
(C) Industrial users.
(D) Residential users.
(8) Quantification of the expected
reduction in total water demand,
identified by each customer category
set forth in paragraph (7), associated
with future implementation of water
use reduction measures identified in
the water supplier’s urban water
management plan.
(9) Any additional information that is
relevant to determining the
adequacy of existing and planned
future water supplies to meet
existing and planned future demands
on these water supplies.

Section 56668(l): The extent to which the proposal
will affect a city or cities and the county in achieving their respective fair shares of the regional housing
needs as determined by the appropriate council of
governments consistent with Article 10.6
(commencing with Section 65580) of Chapter 3 of
Division 1 of Title 7.

Not Applicable: The proposed project is consistent
with the General Plan designations of the site. The
General Plan does not envision the site to be
developed for residential uses.

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Section Consistency Determination
65580 The Legislature finds and declares as
follows:
(a) The availability of housing is of vital
statewide importance, and the early
attainment of decent housing and a
suitable living environment for every
Californian, including farmworkers, is a
priority of the highest order.
(b) The early attainment of this goal
requires the cooperative participation
of government and the private sector
in an effort to expand housing
opportunities and accommodate the
housing needs of Californians of all
economic levels.
(c) The provision of housing affordable to
low- and moderate-
income households
requires the cooperation of all levels of
government.
(d) Local and State governments have a
responsibility to use the powers vested
in them to facilitate the improvement
and development of housing to make
adequate provision for the housing
needs of all economic segments of the
community.
(e) The Legislature recognizes that in
carrying out this responsibility, each
local
government also has the
responsibility to consider economic,
environmental, and fiscal factors and
community goals set forth in the
general plan and to cooperate with
other local governments and the State
in addressing regional housing needs.

Section 56668(m): Any information or comments
from the landowner or owners, voters, or residents of
the affected territory.

Consistent: The site owner is in support of the
proposed project. The project’s Notice of Preparation
(NOP) was sent to the neighboring property owners
in August 2022. Neighboring property owners would
also be noticed about the availability of the CEQA
documents and public meetings. These individuals
will have the opportunity to submit comments to
both the City.

Section 56668(n): Any information relating to existing
land use designations.

Consistent: The proposed project would be
consistent with the General Plan Land Use
designation of Industrial and Light Industrial for the
project site and would reflect the planned urban
development vision for the project site, which
consists of light industrial and flex industrial uses as well as compatible commercial uses (permitted by
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Section Consistency Determination
right or issuance of a conditional use permit), along
with parking and loading areas and related
improvements.

Section 56668(o): The extent to which the proposal
will promote environmental justice. As used in this
subdivision, “environmental justice” means the fair
treatment of people of all races, cultures, and
incomes with respect to the location of public
facilities and the provision of public services.

Consistent: With approval of the proposed
annexation into the City, all future public services
would be provided by the City, and water services
would be provided by California Water Service
Company (Cal Water). Therefore, the proposed
project would not result in environmental injustice
issues with respect to the provision of public services.

In addition, as discussed in Section 3.13, Public
Services, and Section 3.15, Utilities and Services
Systems, any impacts related to public services and
utilities would be less than significant.

Sources: California Legislative Information. 2023. California Law. Government Code Title 7. Planning and Land Use and Planning and Zoning. Website:
https://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?sectionNum=65080.&lawCode=GOV.

Additional Tulare County LAFCo Policies
The boundaries of the proposed annexation must be definite and certain and must conform to lines of assessment whenever possible.

In accordance with LAFCo requirements, the project site boundaries that would be presented in the annexation application would be definite, would conform to APN lines and/or ownership of legal lots, and would not contain any split parcels.

There is a demonstrated need for municipal services and controls, and the City has the capability of meeting the need for services and controls.

As shown in Chapter 2, Project Description, Exhibit 2-3, the project site is contiguous to the City’s municipal boundaries and other existing urban development and is within the Tier 1 of the City’s UDB, which would facilitate the efficient extension of existing utilities. As described more fully herein, the proposed project would connect to and/or otherwise utilize existing utility lines for service to the proposed project and would also pay applicable development impact fees toward the construction of identified infrastructure and improvements, consistent with the City’s Master Plans.

There is a mutual social and economic interest between the residents of the City and the proposed territory.

The project site is within the City’s UDB Tier 1, which is the first stage of future development envisioned by the City. The General Plan Land Use Policy LU-P-20 allows “annexation and development of residential, commercial, and industrial land to occur within the “Tier I” UDB at any time, consistent with the City’s Land Use Diagram.” Therefore, the proposed project would be consistent with and would implement the General Plan policy LU-P-20. The proposed project would also generate an estimated 4,100 jobs at buildout, which would enhance economic opportunities within the City and facilitate a positive jobs/housing balance.

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The proposed annexation is compatible with the City's General Plan.

The proposed project would be consistent with the General Plan Land Use designation of Industrial and Light Industrial for the project site and would reflect the planned urban development vision for the project site, which consists of light industrial and flex industrial uses as well as compatible commercial uses (permitted by right or issuance of a conditional use permit), along with parking and loading areas and related improvements (Chapter 2, Project Description, Exhibits 2-8 and 2-9).

Therefore, the proposed project would be consistent with the applicable General Plan Land Use designations. Also, see below for a detailed consistency analysis with relevant General Plan goals, policies, and objectives.

The proposed annexation represents a logical and reasonable expansion of the annexing municipality.

The project site is within the City’s SOI and its Tier 1 UDB and would represent a progressive step toward infill of the SOI in this area of the City, consistent with the long-term planning vision of the City for Industrial and Light Industrial uses, as reflected in the General Plan as well as the MSR approved by LAFCo in connection with the City’s SOI. Additionally, the project site is adjacent to existing city limits and would reflect a logical and orderly extension of growth that is not isolated, nor would it constitute “leapfrog” development or otherwise facilitate urban sprawl. Rather, the anticipated annexation that would occur as part of the proposed project would reflect a logical and orderly extension of the City’s boundaries.

Boundary lines shall be located so that entire road rights-of-way are placed within the same jurisdiction as the properties fronting on the roads.

The proposed project’s frontage on Riggin Avenue, Kelsey Street, and Shirk Street are all within the City’s SOI and would be included in the annexation proposal (thereby ensuring these lands also fall within the City’s boundaries). Therefore, all road rights-of-way are already placed within the same jurisdiction as the project site fronting the roads.

One of the factors LAFCo must consider when reviewing a proposal for change in organization is the effect of the proposal on maintaining the physical and economic integrity of agricultural lands, as defined by Government Code Section 56016. Similar to the discussion above, although the proposed project would result convert existing agricultural land to urban uses, the proposed project would be consistent with the project site’s General Plan Land Use designations of Industrial and Light Industrial and would reflect the long-planned urban development vision for the project site upon annexation and would otherwise be consistent with relevant City land use goals, policies and objectives (as discussed further below). Furthermore, as discussed in Section 3.15, Utilities and Service Systems, the City can accommodate the wastewater, water, and storm drainage demands of the proposed project, and the proposed project would provide the necessary infrastructure and improvements, which would be constructed in accordance with all applicable City requirements and specifications, to ensure it would be adequately served by the various City services and utilities and Accordingly, the proposed project would be consistent with LAFCo’s requirements for City annexations, which requires a determination that the proposed annexation is compatible with the General Plan and that the City has the capability of meeting the need for services and controls.

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General Plan Consistency
The County General Plan designates the project site as the City of Visalia Urban Area Boundary (UAB)14 and is zoned AE-40 on the County’s Zoning Map (Chapter 2, Project Description, Exhibit 2- 6).15 However, with the City’s approval of the proposed pre-zoning and related City entitlements, along with LAFCo’s approval of the related annexation proposal, the County General Plan would no longer apply to the proposed project, as the project site would be annexed into the City of Visalia.

For these reasons, the City is serving as the lead agency and the local land use agency and is processing the land use entitlement applications for the proposed project.

The proposed project would be consistent with the General Plan Land Use designations of Industrial and Light Industrial for the project site, and reflects the long-planned urban development vision for the project site, which would consist of light industrial and flex industrial uses as well as compatible commercial uses (permitted by right or with issuance of a conditional use permit), along with parking and loading areas and related on- and off-site improvements. Therefore, the proposed project would be consistent with the City’s land use designations.

Table 3.11-2 summarizes the proposed project’s consistency with relevant goals, objectives, and policies of the General Plan. As shown in Table 3.11-2, the proposed project would be consistent with the relevant General Plan goals, objectives, and policies.

Table 3.11-2: General Plan Consistency Analysis
Element
Goal/Objective/Policy
Consistency Determination No. Text
Air Quality and
Greenhouse Gases
Objective AQ-O-1 Coordinate air quality
planning efforts with other
local, regional, and State
agencies.

Consistent: This objective does
not apply to individual projects
but is rather a broader City
directive. However, the
proposed project would be
consistent with the Air Quality
Plan (AQP) as discussed in
Section 3.3, Air Quality.

Objective AQ-O-2 Strive to improve air quality
by implementing emissions
reduction efforts targeting
mobile sources, stationary
sources and construction-
related sources.

Consistent. The proposed
project would include Mitigation
Measure (MM) AIR-2a through
MM AIR-2h to reduce emissions
to the extent feasible.

Policy AQ-P-1 Amend the Zoning Ordinance
to prohibit locating new
“sensitive receptor” uses—
hospitals, residential care
facilities and child care
Consistent: This policy does not
apply to individual projects but
is rather a broader City directive.

However, the proposed project

14 Tulare County. 2012.
15 County of Tulare. Public Parcel Zoning Lookup. Website:
https://tularecounty.maps.arcgis.com/apps/webappviewer/index.html?id=e7d7da648dab43e1a9eb0233889b7c32. Accessed August 17, 2022.

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Element
Goal/Objective/Policy
Consistency Determination No. Text
facilities—within 500 feet of
a limited access State
Highway (SR-99 and SR-198),
except as provided by
approved master plans.
would not conflict with this
policy.

Policy AQ-P-2 Require use of Best
Management Practices
(BMPs) to reduce particulate
emission as a condition of
approval for all subdivisions,
development plans and
grading permits, in
conformance with the San
Joaquin Valley Air Pollution
Control District Fugitive.

Consistent. The proposed
project would be developed in
accordance with Valley Air
District thresholds and
methodologies, including basic
dust control measures required
by Valley Air District, a Dust
Mitigation Plan if appropriate, a
vegetative barrier, and other
BMPs. See Policy AQ-P-9 below.

Policy AQ-P-3 Support implementation of
the San Joaquin Valley Air
Pollution Control District’s
regulations on the use of
wood-burning fireplaces, as
well as their regulations for
the installation of EPA-
certified wood heaters or
approved wood-burning
appliances in new residential
development and a “No
Burn” policy on days when
the air quality is poor.

Consistent: This policy does not
apply to industrial projects but is
rather a broader City directive
for residential development.

However, the proposed project
would not conflict with this
policy.

Policy AQ-P-4 Support the San Joaquin
Valley Air Pollution Control
District’s “change-out”
program, which provides
incentives to help
homeowners replace old
word-burning fireplaces with
EPA-certified non-wood-
burning appliances.

Consistent: This policy does not
apply to industrial projects but is
rather a broader City directive
for residential development.

However, the proposed project
would not conflict with this
policy.

Policy AQ-P-5 When asbestos has been
identified in the preliminary
soils report, require all new
development and public
works projects to comply
with all provisions of State
and regional ATCM
regulations for control of
airborne asbestos emissions
relating to construction, road
Consistent. The Phase I ESA
indicated there is no asbestos on
the project site.

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Element
Goal/Objective/Policy
Consistency Determination No. Text
maintenance, and grading
activities.

Policy AQ-P-6 Amend the Street Tree
Ordinance to promote use of
plants and trees that are
efficient pollutant absorbers.

Consistent: This policy does not
apply to individual projects but
is rather a broader City directive.

However, the proposed project
would not conflict with this
policy.

Policy AQ-P-7 Be an active partner with the
Air District in its “Spare the
Air” program. Encourage
businesses and residents to
avoid pollution-producing
activities such as the use of
fireplaces and wood stoves,
charcoal lighter fluid,
pesticides, aerosol products,
oil-based paints, and
automobiles and other
gasoline engines on days
when high ozone levels are
expected, and promote low
emission vehicles and
alternatives to driving.

Consistent: This policy does not
apply to individual projects but
is rather a broader City directive.

However, the proposed project
would not conflict with this
policy.

Policy AQ-P-8 Update the Zoning Ordinance
to strictly limit the
development of drive-
through facilities, only
allowing them in auto-
oriented areas and
prohibiting them in
Downtown and East
Downtown.

Consistent: This policy does not
apply to individual projects but
is rather a broader City directive.

However, the proposed project
would not conflict with this
policy.

Policy AQ-P-9 Continue to mitigate short-
term construction impacts
and long-term stationary
source impacts on air quality
on a case-by-case basis and
continue to assess air quality
impacts through
environmental review.

Require developers to
implement Best
Management Practices
(BMPs) to reduce air
pollutant emissions
associated with the
Consistent. The proposed
project would be developed in
accordance with Valley Air
District thresholds and
methodologies, including basic
dust control measures required
by Valley Air District, a Dust
Mitigation Plan if appropriate, a
vegetative barrier, and other
Best Management Practices, and
would include MM AIR-2a
through MM AIR-2h to reduce
emissions to the extent feasible.

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Element
Goal/Objective/Policy
Consistency Determination No. Text
construction and operation
of development projects.

BMPs include transportation
demand management
strategies for large
development projects such
as:
• Providing bicycle access
and parking facilities;
• Providing preferential
parking for high-occupancy
vehicles, carpools, or
alternative fuels vehicles;
• Establishing
telecommuting programs
or satellite work centers;
• Allowing alternative work
schedules;
• Subsidizing public transit
costs for employee;
• Scheduling Deliveries at
off-peak traffic periods;
and
• Providing recharge stations
for plug-in electric vehicles
(PEVs).

Additionally, the proposed
project would include new
bicycle facilities which would
improve bicycle access in the
area, including new bike lanes
along Riggin Avenue and Class II
bike lanes along Kelsey Street,
Clancy Street, and Shirk Street.

Additionally, the proposed
project would enhance
connectivity to the future transit
stop adjacent to the project site
through the installation of the
sidewalk and bicycle facilities.

Policy AQ-P-10 Develop public information
regarding high- and low-
pollen producing landscape
species, to be made available
at City Hall and other
relevant locations
throughout the City. Work
with Chamber of Commerce,
local landscape architects,
nursery contractors, and
arborists to promote
landscaping with low-pollen
plants.

Consistent: This policy does not
apply to individual projects but
is rather a broader City directive.

However, the proposed project
would not conflict with this
policy. Policy AQ-P-11 Continue to work in
conjunction with the San
Joaquin Valley Air Pollution
Control District and others to
put in place additional
Transportation Control
Measures that will reduce
vehicle travel and improve
Consistent. This policy does not
apply to individual projects but
is rather a broader City directive.

However, the proposed project
would not conflict with this
policy.

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Element
Goal/Objective/Policy
Consistency Determination No. Text
air quality and to implement
Air Quality Plans.

Historic Preservation Policy H-P-10 Regularly review the Local Register of Historic
Structures to ensure that
properties are appropriately
listed.

Consistent. As discussed in
Section 3.5, Cultural Resources
and Tribal Cultural Resources, a
review of the applicable records
indicated that there are no
historic resources on-site or in
close proximity of the project
site.

Land Use Objective LU-O-9 Implement and periodically
update a growth
management system that
will guide the timing, type,
and location of growth;
preserve resource lands,
natural features, and open
space; and promote infill and
redevelopment.

Consistent: This objective does
not apply to individual projects
but is rather a broader City
directive. However, the
proposed project would
facilitate achievement of the
long-planned development
pattern envisioned in the
General Plan. The project site is
within the City’s SOI and its Tier
1 UDB and would represent a
progressive step toward infill of
the SOI in this area of the City,
consistent with the long-term
planning vision of the City for
Industrial and Light Industrial
uses, as reflected in the General
Plan. The proposed project
would be a logical expansion of
the existing industrial uses in the
surrounding area and would
preserve more sensitive areas by
clustering development.

Objective LU-O-10 Protect agricultural land
from premature urban
development.

Consistent: The proposed
project site is currently used for
agriculture and is considered
Prime Farmland; however,
proposed project would be
consistent with the long-planned
industrial land use vision for the
project site as well as relevant
goals, objectives and policies as
set forth in the General Plan,
including, among others. See
also Section 3.2, Agricultural
Resources and Forestry
Resources, of this Draft EIR for
additional discussion .

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Element
Goal/Objective/Policy
Consistency Determination No. Text
Policy LU-P-19 Ensure that growth occurs in
a compact and concentric
fashion by implementing the
General Plan’s phased
growth strategy.

Consistent: The proposed
project is adjacent to existing
City municipal boundaries and is
within the City’s SOI and UDB
Tier 1 and would be consistent
with the General Plan Land Use
designations, which reflect the
long-planned land use vision for
the project site. Therefore, the
proposed project would
represent a logical and orderly
extension of the planned urban
development pattern envisioned
in the General Plan.

Policy LU-P-20 Allow annexation and
development of residential,
commercial, and industrial
land to occur within the “Tier
I” Urban Development
Boundary (UDB) at any time,
consistent with the City’s
Land Use Diagram.

Consistent: The project site is
within the UDB Tier 1 of the City
as well as its SOI and would
include annexation and
development of lands that have
long been planned and
designated by the General Plan
for Industrial and Light Industrial
uses.

Policy LU-P-32 Continue to maintain a 20-
acre minimum for parcel
map proposals in areas
designated for Agriculture to
encourage viable agricultural
operations in the Planning
Area.

Consistent: The project site is
currently used for agricultural
purposes but has been long
planned by the City for light
industrial and industrial uses, as
reflected in the project site’s
applicable Industrial and Light
Industrial General Plan Land Use
designations; therefore, the
proposed project would not
conflict with this policy. See also
Section 3.2, Agricultural
Resources and Forestry
Resources, of this Draft EIR for
additional discussion.

Policy LU-P-34 Work with Tulare County and
other State and regional
agencies, neighboring cities,
and private land trust
entities to prevent urban
development of agricultural
land outside of the current
growth boundaries and to
promote the use of
agricultural preserves, where
Consistent: This objective does
not apply to individual projects
but is rather a broader City
directive. However, while the
project site is currently used for
agricultural purposes, it has
been long planned by the City
for light industrial and industrial
uses pursuant to the project
site’s General Plan Land Use
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Element
Goal/Objective/Policy
Consistency Determination No. Text
they will promote orderly
development and
preservation of farming
operations within Tulare
County. Conduct additional
investigation of the efficacy
of agricultural conservation
easements by engaging local,
regional, and State agencies
and stakeholders in order to
further analyze their ongoing
efforts and programs that
attempt to mitigate impacts
from the conversion of
agricultural lands through
the use of agricultural
conservation easements.

Support regional efforts to
prevent urban development
of agricultural lands,
specifically at the county
level. Tulare County’s
General Plan 2030 Update
Policy contains two policies
(AG-1.6 Conservation
Easements and AG-1.18
Farmland Trust and Funding
Sources) that discuss
establishing and
implementing an Agricultural
Conservation Easement
Program (ACEP). The City
supports the implementation
of these measures by the
County, in which the City
may then participate. Such a
regional program could
include a fee to assist and
support agricultural uses and
would be most feasibly and
strategically developed on a
countywide or other regional
basis.

In addition to supporting
regional efforts to prevent
urban development of
agricultural lands, the City
shall create and adopt a
mitigation program to
designations. The project site is
within the City’s SOI and UDB
Tier 1, which reflects the City’s
land use vision that balances
and takes into consideration
competing interests of allowing
urban development while
preserving agricultural lands and
open space. Properties in Tier 1,
however,
are exempt from being
applicable to the agricultural
mitigation program described in
the policy. See also Section 3.2,
Agricultural Resources and
Forestry Resources, of this Draft
EIR for additional discussion.

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Element
Goal/Objective/Policy
Consistency Determination No. Text
address conversion of Prime
Farmland and Farmland of
Statewide Importance in
Tiers II and III. This mitigation
program shall require a 1:1
ratio of agricultural land
preserved to agricultural land
converted and require
agricultural land preserved to
be equivalent to agricultural
land converted. The
mitigation program shall also
require that the agricultural
land preserved demonstrate
adequate water supply and
agricultural zoning, and shall
be located outside the City
UDB, and within the
southern San Joaquin Valley.

The mitigation program shall,
to the extent feasible and
practicable, be integrated
with the agricultural
easement programs adopted
by the County and nearby
cities. The City’s mitigation
program shall allow
mitigation to be provided by
purchase of conservation
easement or payment of fee
but shall indicate a
preference for purchase of
easements. The mitigation
program shall require
easements to be held by a
qualifying entity, such as a
local land trust, and require
the submission of annual
monitoring reports to the
City. The mitigation program
shall specifically allow
exemptions for conversion of
agricultural lands in Tier I, or
conversion of agricultural
lands for agricultural
processing uses, agricultural
buffers, public facilities, and
roadways.

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Element
Goal/Objective/Policy
Consistency Determination No. Text
Policy LU-P-35 Adopt the County’s Right-to-
Farm ordinance to support
continued agricultural
operations at appropriate
locations within the City
limits, with no new
provisions. This ordinance
should not limit urban
development contemplated
by the General Plan.

Consistent: This objective does
not apply to individual projects
but is rather a broader City
directive. However, while the
project site is currently used for
agricultural purposes, it has
been long planned by the City
for light industrial and industrial
uses pursuant to the project
site’s General Plan Land Use
designations. Moreover, the
proposed project would be
subject to any applicable Right-
to-Farm ordinance. See also
Section 3.2, Agricultural
Resources and Forestry
Resources, of this Draft EIR for
additional discussion.

Policy LU-P-39 Improve tree planting,
landscaping, and site design
standards to minimize the
visual impact of large parking
lots and buildings, to
enhance and promote
natural characteristics
compatible with urban form,
to minimize heat gain and
promote energy
conservation, and to improve
stormwater infiltration.

Consistent: The proposed
project would include ample
landscaping in accordance with
applicable provisions of the
City’s Landscape Standard
Specifications.

Policy LU-P-40 Where possible, through the
Site Plan Review process,
retain native trees as
landscape elements and for
shading.

Consistent: Ample landscaping
would be provided in
accordance with applicable
provisions of the City’s
Landscape Standard
Specifications and would be
subject to City review during the
Site Plan Review process.

Policy LU-O-12 Provide for an orderly and
efficient transition from rural
to urban land uses.

3.11-33

Element
Goal/Objective/Policy
Consistency Determination No. Text
site’s General Plan Land Use
designations. The project site is
within the City’s SOI and UDB
Tier 1, which reflects the City’s
land use vision that balances
and takes into consideration
competing interests, including
those relating to allowing urban
development while preserving
agricultural lands and open
space. Moreover, the proposed
project would be located
adjacent to nearby existing
industrial and other urban uses,
which help to provide for an
orderly and efficient planned
transition to urban land uses.

Objective LU-O-33 Provide adequate land in a
variety of parcel sizes for
industrial development and
strengthen the City’s role as
a regional manufacturing
center.

Consistent: This objective does
not apply to individual projects
but is rather a broader City
directive. However, the
proposed project would be
consistent with the long-planned
industrial uses for the project
site pursuant to the Light
Industrial and Industrial General
Plan Land Use designations. The
proposed project would include
annexation of Industrial and
Light Industrial lands into the
City, and would implement this
objective by developing light
industrial, flex industrial and
compatible commercial uses,
consistent with the industrial
land use vision. By developing
industrial uses, consistent with
the General Plan, as
contemplated by the proposed
project, manufacturing
opportunities on land that has
ready access to available
infrastructure, including major
transportation corridors and
utilities, would be expanded in
the City. While the ultimate end
user(s) are not currently known,
the proposed project would
facilitate industrial
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Element
Goal/Objective/Policy
Consistency Determination No. Text
opportunities, which could then
enhance the project site for uses
as part of the Central Valley
supply chain and goods
movement network.

Objective LU-O-34 Ensure compatibility
between industrial lands and
adjacent dissimilar land uses.

Consistent: The project site has
been planned for industrial uses,
such as those contemplated by
the proposed project, consistent
with the applicable Industrial
and Light Industrial land use
designations; it is within the
City’s SOI and UDB (Tier 1); and
is adjacent to industrial uses to
the west and south, which is
part of the area designated for
industrial development in the
General Plan. In addition, the
proposed project would
incorporate a number of
features to further ensure
compatibility, including proper
setback and landscaping as
required by the Municipal Code.

Policy LU-P-100 Establish zoning standards to
assure high-quality design
and site planning for large-
scale industrial development.

Consistent: This objective does
not apply to individual projects
but is rather a broader City
directive. However, the
proposed project would be
required to comply with all
applicable zoning standards and
other requirements for
Industrial and Light Industrial
zones, which would assure high-
quality design and site planning
appropriate to the proposed
large-scale
industrial/commercial
development.

Policy LU-P-101 As part of industrial
developments, allow
secondary uses such as
restaurants, cafés, small
convenience stores and day
care facilities, to serve area
employees.

Consistent: The proposed
project includes compatible
commercial uses consisting of
self-storage/RV facilities, a gas
station, a convenience store, a
car wash, and two drive-through
restaurants. All of the foregoing
is anticipated to serve the
proposed project’s employees as
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well as those from nearby
employment-generating uses.

Policy LU-P-102 Ensure the timely completion
of necessary infrastructure to
support new industrial
development.

Consistent: As demonstrated in
Section 3.13, Public Services and
Section 3.15, Utilities, the
proposed project would be
adequately served in terms of
water, sewer, stormwater, fire,
and police services. The
proposed project would involve
the development of all
necessary infrastructure to serve
the proposed uses. Further,
each project applicant, in
connection with an individual
specific development proposal,
would be required to pay
applicable impact fees, which
funding would be used by the
City (in combination with other
fees received in connection with
other development proposals)
to construct various master plan
infrastructure consistent with
the City’s master planning
documents.

Policy LU-P-103 Require buffering land uses
adjacent to existing or
planned residential areas
adjacent to industrial
designations. Such uses may
include parks, drainage
ponds, open space, or other
such uses.

Consistent: The proposed
project is bound by existing
roadways to the east, south, and
west, and by an irrigation canal
(Modoc Ditch) and agricultural
use to the north. Therefore, the
project site is not adjacent to
existing or planned residential
uses.

Policy LU-P-104 Preserve land designated for
light and heavy industrial
uses by limiting the intrusion
of freestanding retail
commercial or service
commercial uses.

Consistent: This objective does
not apply to individual projects
but is rather a broader City
directive. However, the
proposed project consists of
light industrial and flex industrial
uses, along with compatible
commercial uses (which would
serve project visitors and
employees as well as other uses
in the vicinity–including
industrial uses), as well as
parking and loading areas and
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Goal/Objective/Policy
Consistency Determination No. Text
related on- and off-site
improvements. The proposed
project would be constructed
and operated on the project
site, which has long been
envisioned to provide such uses,
as reflected in the Industrial and
Light Industrial General Plan
land use designations.

Policy LU-P-106 Develop performance
standards to supplement and
augment design standards to
minimize the negative
impacts (glare, signage,
noise, dust, traffic)
associated with the
establishment of new or
expansion of existing service
commercial and industrial
development.

Consistent: This objective does
not apply to individual projects
but is rather a broader City
directive. However, the
proposed project would be
required to comply with all
federal, State, and local laws,
regulations, requirements, and
standards to minimize impacts
associated with the
establishment of the proposed
industrial and commercial uses,
including those related to glare,
signage, noise dust, and traffic.

See Section 3.1, Aesthetics,
regarding light, glare, and
signage. See Section 3.3, Air
Quality, regarding dust impacts.

See Section 3.12, Noise,
regarding noise impacts. See
Section 3.14, Transportation,
regarding traffic impacts.

Policy LU-P-107 Reserve adequate sewage
treatment plant capacity and
sewerage capacity to meet
the projected needs of
industrial growth and allow
“package plants” where they
represent a more fiscally
appropriate solution if
approved by the Department
of Public Works.

Consistent: This objective does
not apply to individual projects
but is rather a broader City
directive. However, the
proposed project would be
adequately served by the City’s
sewer facilities. See Section

3.15, Utilities and Service
Systems.

Open Space and
Conservation
Objective OSC-O-6 Protect water resources vital
to the health of the
community’s residents and
important to the Planning
Area’s ecological and
economic stability.

Consistent: As discussed in
detail in Section 3.10, Hydrology
and Water Quality, the proposed
project would adhere to all
applicable laws, regulations,
standards, and requirements,
including, among others,
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Goal/Objective/Policy
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preparation and implementation
of a Storm Water Pollution
Prevention Plan (SWPPP), all of
which would serve to protect
water resources and prevent
significant impacts related
thereto.

Objective OSC-O-7 Preserve and enhance
Planning Area waterways
and adjacent corridors as
valuable community
resources which serve as
plant and wildlife habitats, as
groundwater recharge
facilities, as flood control and
irrigation components, and
as connections between
open space areas.

Consistent: Modoc Ditch, an
irrigation canal, lines the
northern boundary of the
project site. While the proposed
project involves the removal or
modification of the existing
retention basin and would
potentially require two new
culvert crossings over Modoc
Ditch, and the extension of one
existing culvert crossing, it
would be required to comply
with all applicable federal and
State water quality laws and
regulations, including those set
forth in the Clean Water Act
(CWA) 402 (National Pollutant
Discharge Elimination System
[NPDES]), and the Porter-
Cologne Water Quality Control
Act (including stormwater
control permits), and the Fish
and Game Code to preserve
water quality.

Objective OSC-O-11 Preserve and protect historic
features and archaeological
resources of the Visalia
Planning Area including its
agricultural surrounding for
aesthetic, scientific,
educational, and cultural
values.

Consistent: As discussed in
detail in Section 3.5, Cultural
Resources and Tribal Cultural
Resources, of the Draft EIR,
there are no known historic
features and archaeological
resources on the project site.

However, because there is
always the potential of
previously unknown resources
being discovered during
construction, MM CUL-1, MM
CUL-2, MM CUL-3, and MM CUL-
4, would require specific actions
such as records reviews,
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monitoring, worker education,
and other specific measures to
reduce potential impacts related
to impacts to any previously
unknown historic features or
archaeological resources that
are discovered during
construction. Accordingly, any
historic features or
archaeological resources would
be appropriately treated
consistent with this objective
and the detailed MMs.

Policy OSC-P-23 Where no urban
development exists, maintain
a minimum riparian habitat
development setback from
the discernible top of the
bank—50 feet for both sides
of the Mill, Packwood and
Cameron Creek corridors and
25 feet for both sides of
Modoc, Persian and Mill
Creek Ditches—provided that
where riparian trees are
located within 100 feet of the
discernible top of the banks
of the Creek corridors and 50
from the banks for the
ditches, the setback shall be
wide enough to include five
feet outside the drip line of
such trees. Restore and
enhance the area within the
setback with native
vegetation.

Where existing development
or land committed to
development prohibits the
50 foot setback on Mill,
Packwood and Cameron
Creek corridors, provide the
maximum amount of land
available for a development
setback.

Where existing development
or land committed to
development prohibits the
Consistent: The proposed
project is designated for
Industrial and Light Industrial
uses; therefore, it is considered
to be land committed to
development. In order to
provide proper stormwater
management, the proposed
project would not be setback
from the Modoc Ditch and
would potentially require new
culvert crossings over Modoc
Ditch, and extension of one
existing culvert crossing.

However, during construction,
the proposed project would
comply with Chapter 16.12.070
of the Municipal Code
requirements for grading and
erosion control, including the
prevention of sedimentation.

Compliance with MM TRANS-1
would ensure compliance with
the City’s ATP by dedicating 28
feet for a pedestrian trail along
the south side of Modoc Ditch.

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Goal/Objective/Policy
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25 foot setback along
Modoc, Persian, and Mill
Creek Ditches, provide the
maximum amount of land
available for a development
setback.

Policy OSC-P-39 Establish requirements to
avoid potential impacts to
sites suspected of being
archaeologically,
paleontologically, or
historically significant or of
concern, by:
• Requiring a records review
for development proposed
in areas that are
considered
archaeologically or
paleontologically sensitive.
• Determining the potential
effects of development
and construction on
archaeological or
paleontological resources
(as required by CEQA).
• Requiring pre-construction
surveys and monitoring
during any ground
disturbance for all
development in areas of
historical and
archaeological sensitivity.
• Implementing appropriate
measures to avoid the
identified impacts, as
conditions of project
approval.

Consistent: As discussed in
detail in Section 3.5, Cultural
Resources and Tribal Cultural
Resources, and in Section 3.7,
Geology and Soils, of the Draft
EIR, there are no known cultural
or paleontological resources on
the project site. However,
because there is always the
potential of previously unknown
resources being discovered
during construction, this analysis
includes MM CUL-1, MM CUL-2,
MM CUL-3, MM CUL-4 and MM
GEO-6, which would require
specific actions such as records
reviews, monitoring, worker
education, development of
appropriate treatment measures
upon discovery of any significant
finds, and other specific
measures to reduce potential
impacts related to discovery of
previously unknown
archaeological, paleontological,
or historically significant
resources. With the
implementation of these MMs,
impacts to archaeological,
paleontological, and historic
resources would be less than
significant.

Circulation Policy T-P-23 Require that all new
developments provide right-
of-way, which may be
dedicated or purchased, and
improvements (including
necessary grading,
installation of curbs, gutters,
sidewalks,
parkway/landscape strips,
bike, and parking lanes)
other City street design
Consistent: As discussed in
Chapter 2, Project Description,
the proposed project would
involve the dedication of
easements (and related
improvements) along the east
side of Kelsey Street, west side
of Shirk Street, and Clancy Street
to the City after construction of
the road improvements to be
completed pursuant to all
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Element
Goal/Objective/Policy
Consistency Determination No. Text
standards. Design standards
will be updated following
General Plan adoption.
applicable design standards and
requirements as part of the
proposed project, consisting of
sidewalk improvements, curb
and gutter, and signing and
striping.

Policy T-P-24 Require that proposed
developments make
necessary off-site
improvements if the location
and traffic generation of a
proposed development will
result in congestion on major
streets or failure to meet LOS
D during peak periods or if it
creates safety hazards.

Consistent: As discussed in
Section 3.14, Transportation, the
proposed project would not
result in congestion on major
streets or failure to meet LOS D
during peak-hours following
recommendations established
by the project-specific
Transportation Impact Study.

The proposed project would
construct off-site street and
intersection improvements to
improve existing safety hazards
and reduce congestion.

Parks, Schools,
Community
Facilities, and
Utilities
Policy PSCU-P-2 Strive to achieve and
maintain a citywide standard
of at least five acres of
neighborhood and
community parks per 1,000
residents. Credits for pocket
parks can be granted under
the Park Acquisition and
Development Fee Program,
subject to the design review
criteria of Policy PSCU-P-8.

These credits may be on a
less than 1:1 basis.

Consistent: The proposed
project does not trigger any
requirements associated with
the provision of parkland since it
only involves nonresidential
uses. Related thereto, because
the proposed project would not
include residential units, it
would not directly result in the
creation of additional park
demand that would result in a
significant increase in
population or existing park use
and would therefore not affect
the City’s park standard. See
Section 3.13, Public Services, for
additional information in this
regard.

3.13, Public Services, for
additional information in this
regard.

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Element
Goal/Objective/Policy
Consistency Determination No. Text
1,000 residents and
provide park and
recreation facilities serving
the neighborhood
quadrant in which the
contributing development
occurs.
• A portion of the fees
collected are to be used
for community-wide
recreation facilities.
• Dedicated park land
meeting specified criteria
for community parks,
neighborhood parks and
pocket parks may be
provided at the City’s
discretion, in lieu of fees,
or earn fee credits (the
City will not accept
undevelopable, unusable
land).
• Fee credits may also be
given for storm drainage
basins designed and built
for dual recreational use,
but these credits may be
on a less than 1:1 basis
depending on the
amenities and facilities
provided and their
availability throughout the
year.

Policy PSCU-P-59 Implement public facility
master plans through various
funding mechanisms
including assessment
districts, user fees,
development impact fees,
reimbursement agreements
and/or other mechanisms
which provide for equitable
distribution of development
costs.

Consistent. The proposed
project would be required to pay
its fair share of development
impact fees, as discussed in
Section 3.13, Public Services. Safety and Noise Objective S-O-1 Minimize risks of property damage and personal injury
Consistent: As discussed in
Section 3.7, Geology and Soils,
the proposed project would
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Element
Goal/Objective/Policy
Consistency Determination No. Text
posed by geologic and
seismic hazards.
implement MM GEO-1 through
MM GEO-6b, which would
reduce potential impacts from
seismic and geologic hazards to
a level of less than significant.

Objective S-O-3 Protect soils, surface water,
and groundwater from
contamination from
hazardous materials.

Consistent: As discussed in
detail in Section 3.10, Hydrology
and Water Quality, the proposed
project would be required to
adhere to all applicable laws,
regulations, standards, and
requirements, including, among
others, preparation and
implementation of a SWPPP and
stormwater facilities, which
would serve to protect soils,
surface water, and groundwater
from contamination from
hazardous materials. See also
Section 3.7, Geology and Soils,
including discussion of Impact
GEO-2, as well as Section 3.9,
Hazards and Hazardous
Materials, of this Draft EIR.

Policy S-P-15 Require remediation and
cleanup of sites
contaminated with
hazardous substances.

Consistent: As discussed in
Section 3.9, Hazards and
Hazardous Materials, MM HAZ-1
would require remediation of
any identified hazardous
materials (including, among
others, the potential for removal
and disposal) would be required
to be performed in accordance
with all applicable laws and
regulations and conducted by a
permitted and licensed
contractor. The foregoing would
serve to ensure any required
remediation occurs consistent
with this objective.

Policy S-P-17 Ensure that all specified
hazardous facilities conform
to the Tulare County
Hazardous Materials
Business Plan.

Consistent: As discussed in
detail in Section 3.9, Hazards
and Hazardous Materials, the
proposed project would be
required to comply with all
applicable laws and regulations
including preparation and
implementation of the Tulare
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Element
Goal/Objective/Policy
Consistency Determination No. Text
County Hazardous Materials
Business Plan as applicable, prior
to obtaining a permit to operate
the proposed gas station from
the Tulare County
Environmental Health Division.

Policy S-P-18 Coordinate enforcement of
the Hazardous Material
Disclosure Law and the
implementation of the
Hazardous Material
Emergency Response Plan
with the Tulare County
Health and Human Service
Agency.

Consistent: As discussed in
detail in Section 3.9, Hazards
and Hazardous Materials, the
proposed project would be
required to comply with all
applicable laws and regulations
including the implementation of
relevant provisions of the
Hazardous Material Disclosure
Law and the Hazardous Material
Emergency Response Plan in
coordination with the Tulare
County Health and Human
Service Agency, as necessary.

Policy S-P-19 Coordinate with the Tulare
County Environmental Health
Division and other
appropriate regulatory
agencies during the review
process of all proposals for
the use of hazardous
materials or those involving
properties that may have
toxic contamination, such as
petroleum hydrocarbons,
CAM 17 metals, asbestos,
and lead.

Consistent: As discussed in
detail in Section 3.9, Hazards
and Hazardous Materials, the
proposed project would be
required to adhere to all
applicable laws and regulations
as well as being required to
implement MM HAZ-1, which
includes implementation of and
coordination with the Tulare
County Environmental Health
Division prior to the issuance of
grading permits.

Policy S-P-20 Require applicants of
projects in areas of known or
suspected hazardous
materials occurrences such
as petroleum hydrocarbon
contamination, CAM 17
metals, USTs, location of
asbestos rocks and other
such contamination to
perform comprehensive soil
and groundwater
contamination assessments
in accordance with
regulatory agency testing
standards, and if
Consistent: As discussed in
detail in Section 3.9, Hazards
and Hazardous Materials, the
project site does not contain
hazardous materials occurrences
such as petroleum hydrocarbon
contamination, CAM 17 metals,
USTs, location of asbestos rocks.

However, due to the historic and
current agricultural uses, the
proposed project would
incorporate MM HAZ-1, which
would require residual soil
remediation, if required.

Furthermore, if hazardous
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Element
Goal/Objective/Policy
Consistency Determination No. Text
contamination exceeds
regulatory action levels,
require the project applicant
to undertake remediation
procedures prior to grading
and development under the
supervision of appropriate
agencies, such as Tulare
County Department of
Environmental Health,
Department of Toxic
Substances Control, or
Regional Water Quality
Control Board.
contaminants related to the
former agricultural use of the
site (such as lead or arsenic)
were to be found, a construction
worker health and safety plan
shall be prepared and shall be
implemented during
construction. The proposed
project would also be required
to adhere to all other laws,
regulations, requirements, and
standards with respect to the
appropriate identification and
remediation of any
contamination, in coordination
with the relevant regulatory
agencies.

Policy S-P-21 Develop a community
wildfire mitigation plan that
identifies and prioritizes
areas for hazard fuel
reduction treatments, and
recommend the types of
methods of treatments.

Consistent: This objective does
not apply to individual projects
but is rather a broader City
directive. However, as discussed
in Section 3.16, Wildfire, the
project site is not in a fire-prone
area and does not have previous
fire damage or post-fire
drainage pattern changes and
would have less than significant
impacts with respect to wildfire.

Moreover, the proposed project
would be required to comply
with all applicable laws,
regulations, standards, and
requirements, which would
serve to further reduce risks
associated with wildfire,
including, among others,
adherence to any required fuel
reduction treatments and other
applicable provisions of the
Tulare Unit Strategic Fire Plan.

Policy S-P-22 Manage vegetation in areas
within and adjacent to public
rights-of-way and in close
proximity to critical facilities
in order to reduce the risk of
tree failure and property
damage and avoid creation
of wind acceleration
Consistent: As discussed in
Section 3.16, Wildfire, the
project site is not in a fire-prone
area and does not have previous
fire damage or post-fire
drainage pattern changes and
would have less than significant
impacts with respect to wildfire.

Moreover, the proposed project
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Element
Goal/Objective/Policy
Consistency Determination No. Text
corridors within vegetated
areas.
would be required to comply
with all applicable laws,
regulations, standards, and
requirements, including those
set forth in the California Public
Resources Code Sections 4291–
4299, et seq., which require that
brush, flammable vegetation, or
combustible growth within 100
feet of buildings be maintained.

Policy S-P-24 Continue to bolt down the
roofs of critical facilities in
wind gust hazard areas in
order to prevent wind
damage.

Consistent: As discussed in
Section 3.16, Wildfire, the
proposed project has an average
wind speed of 6.9 miles per hour
(mph) and an annual maximum
of 12 mph and is not in a wind
hazard area. The proposed
project also does not involve any
“critical facilities” subject to this
objective; in addition, the
project site is not in a fire-prone
area and does not have previous
fire damage or post-fire
drainage pattern changes and
would have less than significant
impacts with respect to wildfire.

Policy S-P-27 Implement a fuel
modification program, which
also includes residential
maintenance requirements
and enforcement, plan
submittal and approval
process, guidelines for
planting, and a listing of
undesirable plant species.

Require builders and
developers to submit their
plans, complete with
proposed fuel modification
zones, to the Fire
Department for review and
approval prior to beginning
construction.

Consistent: As discussed in
Section 3.17, Wildfire, the
proposed project is located
within a Local Responsibility
Area (LRA) but is not located
within a high fire hazard severity
zone. The proposed project
plans would be subject to the
Fire Department’s review and
approval prior to construction
and would be required to
adhere to all applicable laws,
regulations, standards, and
requirements including, among
others, those related to fuel
modification.

Policy S-P-28 Assist in solving the
incendiary problem by
improving law enforcement
and investigation equipment,
adapting equipment
Consistent: This objective does
not apply to individual projects
but is rather a broader City
directive. However, the
proposed project would be
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Element
Goal/Objective/Policy
Consistency Determination No. Text
available in other fields; and
purchasing new equipment
where needed. Implement
“no burn” programs,
particularly in areas outside
of immediate response zones
of fire stations.
required to pay applicable
review and development impact
fees toward fire protection and
police protection facilities and
apparatus, which would
facilitate the ability of Visalia
Fire Department (VFD) and
Visalia Police Department (VPD)
to implement programs related
to this policy. See Section 3.13,
Public Services, for additional
information in this regard.

Policy S-P-29 Ensure availability of
adequate water supplies to
meet public health and
safety needs, and for
resource protection, by
maintaining the following
order of priority for water
use:
• Potable water supply, fire
protection, and domestic
use
• Resource protection and
preservation
• Industrial, irrigation and
commercial uses
• Water-oriented recreation
• Air conditioning.

Consistent: This objective does
not apply to individual projects
but is rather a broader City
directive. However, as discussed
in Section 3.15, Utilities and
Service Systems, the proposed
project would not result in
inadequate water supplies
under normal, single-dry and
multiple-dry years; the proposed
project would also be required
to adhere to all applicable laws,
regulations, standards and
requirements with respect to
the inclusion of water
conservation measures, which
would further reduce water
demand.

Policy S-P-30 Integrate the Tulare County
Hazard Mitigation Plan, in
particular the hazard analysis
and mitigation strategy
sections, into the
development review process,
the emergency operations
plan, and capital
improvement program, as
appropriate.

Consistent: This objective does
not apply to individual projects
but is rather a broader City
directive. As discussed in Section

3.9, Hazards and Hazardous
Materials, the proposed project
would be required to adhere to
all applicable laws, regulations,
requirements, and standards
including relevant provisions of
the Tulare County Hazard
Mitigation Plan, as applicable.

Objective S-O-6 Provide comprehensive
emergency response and
evacuation routes for Visalia
area residents.

Consistent: This objective does
not apply to individual projects
but is rather a broader City
directive. As discussed in detail
in Section 3.16, Wildfire, Section

3.9, Hazards and Hazardous
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Materials, and Section 3.13,
Public Services, the proposed
project would not impair
emergency response and
evacuation routes. The City does
not currently have any
established evacuation routes;
however, the General Plan
designates SR-198, SR-99, and
SR-63 as evacuation routes
consistent with the Tulare
County Evacuation Plan.
16 Main
arterial roads that are in the
vicinity and readily accessible,
which could reasonably be
assumed to serve as emergency
evacuation routes in the project
vicinity. The proposed project’s
primary access roads (Kelsey
Street, Clancy Street, Shirk
Street, and Riggin Avenue) allow
adequate egress/ingress to the
project site in the event of an
emergency. Additionally, the
City participates in Alert TC, the
County's public mass notification
system, designed to keep those
who live or work in Tulare
County informed of important
information during emergency
events.

Municipal Code Consistency
Zoning Ordinance
As part of the land use entitlements for the proposed project, the applicant is seeking pre-zoning approval from the City to change the project site to Industrial and Light Industrial. In connection therewith, the proposed project includes annexation to the City. Upon completion of the annexation process to the City, the project site would be zoned Industrial and Light Industrial. The proposed industrial and flex industrial uses with parking and loading areas and related improvements along with compatible commercial uses consisting of self-storage/RV facilities, a gas station, a convenience store, a car wash, and two drive-through restaurants car, and related on- and off-site improvements would be consistent with this zoning, either treated as permitted uses by right or via the issuance of conditional use permit(s).

16 City of Visalia. 2014. Visalia General Plan Chapter 8: Safety and Noise.

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Development of the proposed project would be required to adhere to all applicable development standards and design guidelines set forth in the Zoning Ordinance Section 17.22.060 Development Standards in the I-L and I Zones, including, among others, those related to height, setbacks, intensity (FAR), lighting and landscaping.

Furthermore, development of the proposed project would comply with all relevant portions of the Municipal Code, including Chapter 12.24, Oak Tree Preservation. The proposed project would also comply with the City’s ATP, which sets standards, goals, and design recommendations for the development of bike paths and pedestrian networks in the City.

Mitigation Measures
No mitigation measures are required.

Level of Significance
Less than significant impact.

3.11.7 - Cumulative Impacts
The geographic scope of this cumulative analysis is the City and its SOI. The cumulative setting includes past, present and reasonably foreseeable probable future developments within the City and its SOI.

Development within the City is governed primarily by the General Plan and Municipal Code. These guiding regulations and planning documents set forth the land use vision for the community, facilitate logical and orderly development, and ensure consistency with the General Plan as required under State Planning and Zoning laws. All cumulative developments would be required to be consistent with and conform to these planning documents and all other governing regulations, with this consistency determination typically confirmed as part of the land use entitlement/permitting process. For cumulative projects that are within the City’s SOI and would be annexed into the City, these would be required to demonstrate consistency with applicable provisions of the applicable laws and regulations under LAFCo law as well as the local Tulare County LAFCo Policies and Procedures. In addition, none of the cumulative projects involves the construction of a linear feature, such as an interstate highway, railroad tracks, or the removal of a means of access that would impact mobility within an existing community and an outlying area.

For the foregoing reasons, there would not be a significant cumulative impact related to division of an established community or conflict with a land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect.

Moreover, as discussed above, the proposed project would have less than significant land use impacts on an individual level and would not make a cumulatively considerable contribution to this less than significant cumulative land use impact because the proposed project would be consistent with the City’s long-range land use vision and goals. Moreover, the proposed project would help to implement numerous General Plan policies, objectives, and goals and would be required to adhere to applicable federal, State, and local laws and regulations as discussed throughout this Draft EIR.

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Accordingly, the proposed project would not make a cumulatively considerable contribution to this already less than significant cumulative impact.

Therefore, the proposed project in conjunction with other past, present, and reasonably foreseeable probable future projects would not result in a cumulatively significant impact related to land use.

Mitigation Measures
No mitigation measures are required.

Level of Cumulative Significance
Less than significant impact.

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3.12 - Noise

3.12.1 - Introduction
This section describes the existing noise setting and potential effects from project implementation on the site and its surrounding area. Descriptions and analysis in this section are based on noise modeling, included in this Draft EIR as Appendix H. No public comments were received during the EIR scoping period related to noise.

Environmental Setting
Noise Fundamentals
Characteristics of Noise
Noise is generally defined as unwanted or objectionable sound. Sound becomes unwanted when it interferes with normal activities, when it causes actual physical harm or when it has adverse effects on health. The effects of noise on people can include general annoyance, interference with speech communication, sleep disturbance, and in the extreme, hearing impairment. Noise effects can be caused by pitch or loudness. Pitch is the number of complete vibrations or cycles per second of a wave that result in the range of tone from high to low; higher-pitched sounds are louder to humans than lower-pitched sounds. Loudness is the intensity or amplitude of sound.

Sound is produced by the vibration of sound pressure waves in the air. Sound pressure levels are used to measure the intensity of sound and are described in terms of decibels. The decibel (dB) is a logarithmic unit, which expresses the ratio of the sound pressure level being measured to a standard reference level. The 0 point on the dB scale is based on the lowest sound level that the healthy, unimpaired human ear can detect. Changes of 3 dB or less are only perceptible in laboratory environments. Audible increases in noise levels generally refer to a change of 3 dB or more, as this level has been found to be barely perceptible to the human ear in outdoor environments. Only audible changes in existing ambient or background noise levels are considered potentially significant.

The human ear is not equally sensitive to all frequencies within the audible sound spectrum, so sound pressure level measurements can be weighted to better represent frequency-based sensitivity of average healthy human hearing. One such specific “filtering” of sound is called “A-weighting.” A- weighted decibels (dBA) approximate the subjective response of the human ear to a broad frequency noise source by discriminating against very low and very high frequencies of the audible spectrum. They are adjusted to reflect only those frequencies that are audible to the human ear.

Because decibels are logarithmic units, they cannot be added or subtracted by ordinary arithmetic means. For example, if one noise source produces a noise level of 70 dB, the addition of another noise source with the same noise level would not produce 140 dB; rather, they would combine to produce a noise level of 73 dB.

Noise Descriptors
There are many ways to rate noise for various intervals, but an appropriate rating of ambient noise affecting humans also accounts for the annoying effects of sound. Equivalent continuous sound level (Leq) is the total sound energy of time-varying noise over a sample period. However, the predominant City of Visalia—Shirk and Riggin Industrial Project
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rating scales for human communities in the State of California are the Leq and Community Noise Equivalent Level (CNEL) or the day-night average level (Ldn) based on dBA. CNEL is the time-varying noise over a 24-hour period, with a 5 dBA weighting factor applied to the hourly Leq for noises occurring from 7:00 p.m. to 10:00 p.m. (defined as relaxation hours) and a 10 dBA weighting factor applied to noise occurring from 10:00 p.m. to 7:00 a.m. (defined as sleeping hours). Ldn is similar to the CNEL scale but without the adjustment for events occurring during the evening hours. CNEL and Ldn are within one dBA of each other and are normally exchangeable. The noise adjustments are added to the noise events occurring during the more sensitive hours.

Other noise rating scales of importance when assessing the annoyance factor include the maximum noise level (Lmax), which is the highest exponential time-averaged sound level that occurs during a stated time period. The noise environments discussed in this analysis are specified in terms of maximum levels denoted by Lmax for short-term noise impacts. Lmax reflects peak operating conditions and addresses the annoying aspects of intermittent noise.

Noise Propagation
From the noise source to the receiver, noise changes both in level and frequency spectrum. The most obvious is the decrease in noise as the distance from the source increases. The manner in which noise reduces with distance depends on whether the source is a point or line source, as well as ground absorption, atmospheric conditions (wind, temperature gradients, and humidity) and refraction, and shielding by natural and manmade features. Sound from point sources, such as an air conditioning condenser, a piece of construction equipment, or an idling truck, radiates uniformly outward as it travels away from the source in a spherical pattern.

The attenuation or sound drop-off rate is dependent on the conditions of the land between the noise source and receiver. To account for this ground-effect attenuation (absorption), two types of site conditions are commonly used in noise models: soft-site and hard-site conditions. Soft-site conditions account for the sound propagation loss over natural surfaces such as normal earth and ground vegetation. For point sources, a drop-off rate of 7.5 dBA per each doubling of the distance (dBA/DD) is typically observed over soft ground with landscaping, as compared with a 6 dBA/DD drop-off rate over hard ground such as asphalt, concrete, stone and very hard packed earth. For line sources, such as traffic noise on a roadway, a 4.5 dBA/DD is typically observed for soft-site conditions compared to the 3 dBA/DD drop-off rate for hard-site conditions. Table 3.12-1 briefly defines these measurement descriptors and other sound terminology used in this section.

Table 3.12-1: Sound Terminology
Term Definition
Sound A vibratory disturbance created by a vibrating object which, when transmitted by pressure waves through a
medium such as air, can be detected by a receiving
mechanism such as the human ear or a microphone.

Noise Sound that is loud, unpleasant, unexpected, or
otherwise undesirable.

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Term Definition
Ambient Noise The composite of noise from all sources near and far in a given environment.

Decibel (dB) A unitless measure of sound on a logarithmic scale, which represents the squared ratio of sound pressure
amplitude to a reference sound pressure. The
reference pressure is 20 micropascals, representing
the threshold of human hearing (0 dB).

A-Weighted Decibel (dBA) An overall frequency-weighted sound level that approximates the frequency response of the human
ear.

Equivalent Noise Level (Leq) The average sound energy occurring over a specified time period. In effect, Leq is the steady-state sound
level that in a stated period would contain the same
acoustical energy as the time-varying sound that
actually occurs during the same period.

Maximum and Minimum Noise Levels (Lmax and Lmin) The maximum or minimum instantaneous sound level measured during a measurement period.

Day-Night Level (DNL or Ldn) The energy average of the A-weighted sound levels occurring during a 24-hour period, with 10 dB added
to the A-weighted sound levels occurring between 10
p.m. and 7 a.m. (nighttime).

Community Noise Equivalent Level (CNEL) The energy average of the A-weighted sound levels occurring during a 24-hour period, with 5 dB added to
the A-weighted sound levels occurring between 7
p.m. and 10 p.m. and 10 dB added to the A-weighted
sound levels occurring between 10 p.m. and 7 a.m.

Statistical Descriptor (LX) LX is used to represent the noise level exceeded X percent of a specified time period. For example, L90
represents the noise level that is exceeded 90 percent
of a specified time period. L90 is commonly used to
represent ambient or background steady-state noise
levels.

Source: Data compiled by FirstCarbon Solutions (FCS) 2023.

Traffic Noise
The level of traffic noise depends on the three primary factors: (1) the volume of the traffic, (2) the speed of the traffic, and (3) the number of trucks in the flow of traffic. Generally, the loudness of traffic noise is increased by heavier traffic volumes, higher speeds, and greater number of trucks. Vehicle noise is a combination of the noise produced by the engine, exhaust, and tires. Because of the logarithmic nature of noise levels, a doubling of the traffic volume (assuming that the speed and truck mix do not change) results in a noise level increase of 3 dBA. Based on the Federal Highway Administration (FHWA) community noise assessment criteria, this change is “barely perceptible”; for reference, a doubling of perceived noise levels would require an increase of approximately 10 dBA. The truck mix on a given City of Visalia—Shirk and Riggin Industrial Project
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roadway also has an effect on community noise levels. As the number of heavy trucks increases and becomes a larger percentage of the vehicle mix, adjacent noise levels increase.

Stationary Noise
A stationary noise producer is any entity in a fixed location that emits noise. Examples of stationary noise sources include machinery, engines, energy production, and other mechanical or powered equipment and activities such as loading and unloading or public assembly that may occur at commercial, industrial, manufacturing, or institutional facilities. Furthermore, while noise generated by the use of motor vehicles over public roads is preempted from local regulation, although the use of these vehicles is considered a stationary noise source when operated on private property such as at a construction site, a truck terminal, or warehousing facility. The emitted noise from the producer can be mitigated to acceptable levels either at the source or on the adjacent property through the use of proper planning, setbacks, block walls, acoustic-rated windows, dense landscaping, or by changing the location of the noise producer.

The effects of stationary noise depend on factors such as characteristics of the equipment and operations, distance and pathway between the generator and receptor, and weather. Stationary noise sources may be regulated at the point of manufacture (e.g., equipment or engines), with limitations on the hours of operation, or with provision of intervening structures, barriers or topography.

Construction activities are a common source of stationary noise. Construction-period noise levels are higher than background ambient noise levels but eventually cease once construction is complete.

Construction is performed in discrete steps, each of which has its own mix of equipment and, consequently, its own noise characteristics. These various sequential phases would change the character of the noise generated on each construction site and, therefore, would change the noise levels as construction progresses. Despite the variety in the type and size of construction equipment, similarities in the dominant noise sources and patterns of operation allow construction-related noise ranges to be categorized by work phase. Table 3.12-2 shows typical noise levels of construction equipment as measured at a distance of 50 feet from the operating equipment.

Table 3.12-2: Typical Construction Equipment Maximum Noise Levels Type of Equipment Impact Device? (Yes/No)
Specification Maximum Sound Levels
for Analysis (dBA at 50 feet)
Impact Pile Driver Yes 95
Auger Drill Rig No 85
Vibratory Pile Driver No 95
Jackhammers Yes 85
Pneumatic Tools No 85
Pumps No 77
Scrapers No 85
Cranes No 85
Portable Generators No 82
Rollers No 85
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Type of Equipment Impact Device? (Yes/No)
Specification Maximum Sound Levels
for Analysis (dBA at 50 feet)
Bulldozers No 85
Tractors No 84
Front-End Loaders No 80
Backhoe No 80
Excavators No 85
Graders No 85
Air Compressors No 80
Dump Truck No 84
Concrete Mixer Truck No 85
Pickup Truck No 55
Notes:
dBA = A-weighted decibel
Source: Federal Highway Administration (FHWA) 2006. Highway Construction Noise Handbook, August.

Noise from Multiple Sources
Because sound pressure levels in decibels are based on a logarithmic scale, they cannot be added or subtracted in the usual arithmetical way. Therefore, sound pressure levels in decibels are logarithmically added on an energy summation basis. In other words, adding a new noise source to an existing noise source, both producing noise at the same level, will not double the noise level.

Instead, if the difference between two noise sources is 10 dBA or more, the louder noise source will dominate, and the resultant noise level will be equal to the noise level of the louder source. In general, if the difference between two noise sources is 0–1 dBA, the resultant noise level will be 3 dBA higher than the louder noise source, or both sources if they are equal. If the difference between two noise sources is 2–3 dBA, the resultant noise level will be 2 dBA above the louder noise source.

If the difference between two noise sources is 4–10 dBA, the resultant noise level will be 1 dBA higher than the louder noise source.

Characteristics of Vibration
Groundborne vibration consists of rapidly fluctuating motion through a solid medium, specifically the ground, which has an average motion of zero and in which the motion’s amplitude can be described in terms of displacement, velocity, or acceleration. The effect of groundborne vibration typically only causes a nuisance to people, but in extreme cases, excessive groundborne vibration has the potential to cause structural damage to buildings. Although groundborne vibration can be felt outdoors, it is typically only an annoyance to people indoors where the associated effects of the shaking of a building can be notable. Groundborne noise is an effect of groundborne vibration and only exists indoors, since it is produced from noise radiated from the motion of the walls and floors of a room and may also consist of the rattling of windows or dishes on shelves.

Several different methods are used to quantify vibration amplitude such as the maximum instantaneous peak in the vibrations velocity, which is known as the peak particle velocity (PPV) or City of Visalia—Shirk and Riggin Industrial Project
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the root mean square (rms) amplitude of the vibration velocity. Because of the typically small amplitudes of vibrations, vibration velocity is often expressed in decibels—denoted as LV—and is based on the reference quantity of 1 microinch per second. To distinguish vibration levels from noise levels, the unit is written as “VdB.”
Although groundborne vibration can be felt outdoors, it is typically only an annoyance to people indoors where the associated effects of the shaking of a building can be notable. When assessing annoyance from groundborne vibration, vibration is typically expressed as rms velocity in units of decibels of 1 microinch per second, with the unit written in VdB. Typically, developed areas are continuously affected by vibration velocities of 50 VdB or lower. Human perception to vibration starts at levels as low as 67 VdB. Annoyance due to vibration in residential settings starts at approximately 70 VdB.

Off-site sources that may produce perceptible vibrations are usually caused by construction equipment, steel-wheeled trains, and traffic on rough roads, while smooth roads rarely produce perceptible groundborne noise or vibration. Construction activities, such as blasting, pile driving and operating heavy earthmoving equipment, are common sources of groundborne vibration. Construction vibration impacts on building structures are generally assessed in terms of PPV. Typical vibration source levels from construction equipment are shown in Table 3.12-3.1 Table 3.12-3: Vibration Levels of Construction Equipment Construction Equipment PPV at 25 Feet (inches/second)
rms Velocity in Decibels (VdB)
at 25 Feet
Water Trucks 0.001 57
Scraper 0.002 58
Bulldozer—small 0.003 58
Jackhammer 0.035 79
Concrete Mixer 0.046 81
Concrete Pump 0.046 81
Paver 0.046 81
Pickup Truck 0.046 81
Auger Drill Rig 0.051 82
Backhoe 0.051 82
Crane (Mobile) 0.051 82
Excavator 0.051 82
Grader 0.051 82
Loader 0.051 82
Loaded Trucks 0.076 86
Bulldozer—Large 0.089 87

1 Federal Highway Administration (FHWA). 2006. Highway Construction Noise Handbook. August.

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Construction Equipment PPV at 25 Feet (inches/second)
rms Velocity in Decibels (VdB)
at 25 Feet
Caisson drilling 0.089 87
Vibratory Roller (small) 0.101 88
Compactor 0.138 90
Clam shovel drop 0.202 94
Vibratory Roller (large) 0.210 94
Pile Driver (impact-typical) 0.644 104
Pile Driver (impact-upper range) 1.518 112
Notes:

PPV = peak particle velocity
rms = root mean square
VdB = velocity in decibels
Source: Compilation of scientific and academic literature, generated by Federal Transit Administration (FTA) and Federal Highway Administration (FHWA).

The propagation of groundborne vibration is not as simple to model as airborne noise. This is because noise in the air travels through a relatively uniform medium, while groundborne vibrations travel through the earth, which may contain significant geological differences. Factors that influence groundborne vibration include:
• Vibration source: Type of activity or equipment, such as impact or mobile, and depth of vibration source;
• Vibration path: Soil type, rock layers, soil layering, depth to water table, and frost depth; and • Vibration receiver: Foundation type, building construction, and acoustical absorption.

Among these factors that influence groundborne vibration, there are significant differences in the vibration characteristics when the source is underground compared to at the ground surface. In addition, soil conditions are known to have a strong influence on the levels of groundborne vibration. Among the most important factors are the stiffness and internal damping of the soil and the depth to bedrock. Vibration propagation is more efficient in stiff clay soils than in loose sandy soils, and shallow rock seems to concentrate the vibration energy close to the surface, and can result in groundborne vibration problems at large distance from the source. Factors such as layering of the soil and depth to the water table can have significant effects on the propagation of groundborne vibration. Soft, loose, sandy soils tend to attenuate more vibration energy than hard, rocky materials.

Vibration propagation through groundwater is more efficient than through sandy soils. There are three main types of vibration propagation: surface, compression, and shear waves. Surface waves, or Rayleigh waves, travel along the ground’s surface. These waves carry most of their energy along an expanding circular wave front, similar to ripples produced by throwing a rock into a pool of water. P- waves, or compression waves, are body waves that carry their energy along an expanding spherical wave front. The particle motion in these waves is longitudinal (i.e., in a “push-pull” fashion). P-waves are analogous to airborne sound waves. S-waves, or shear waves, are also body waves that carry City of Visalia—Shirk and Riggin Industrial Project
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energy along an expanding spherical wave front. However, unlike P-waves, the particle motion is transverse, or side-to-side and perpendicular to the direction of propagation.

As vibration waves propagate from a source, the vibration energy decreases in a logarithmic nature and the vibration levels typically decrease by 6 VdB per doubling of the distance from the vibration source.

As stated above, this drop-off rate can vary greatly depending on the soil type, but it has been shown to be effective enough for screening purposes, in order to identify potential vibration impacts that may need to be studied through actual field tests. The vibration level (calculated below as “PPV”) at a distance from a point source can generally be calculated using the vibration reference equation:

PPV= PPVref * (25/D)^n (in/sec)
Where:

PPVref = reference measurement at 25 feet from vibration source D = distance from equipment to the receptor
n = vibration attenuation rate through ground
According to Chapter 12 of the Federal Transit Administration (FTA) Transit Noise and Vibration Impact Assessment manual, an “n” value of 1.5 is recommended to calculate vibration propagation through typical soil conditions.2

3.12.2 - Existing Noise Environment
Project Location
The project site is located in an area developed with industrial warehouse buildings to the west and to the south, residential homes to the southeast, and agricultural land to the east and north. The dominant noise source currently impacting the project site and surrounding area is traffic on adjacent roadways.

Existing Noise Levels
Traffic Noise
In addition to reviewing available information about ambient noise levels set out in the City’s General Plan, existing peak-hour traffic noise levels were also modeled using the FHWA Traffic Noise Model, Version 2.5 (TNM 2.5). Hourly noise levels were estimated for select roadway segments based on roadway-specific parameters and existing (year 2022) traffic volumes obtained from the traffic analysis prepared for the proposed project .3 The results are shown below in Table 3.12-4 and they are generally consistent with the noise levels set out in the City’s General Plan. Modeling outputs are provided in Appendix H.

2 Federal Transit Administration (FTA). 2006. Transit Noise and Vibration Impact Assessment. May. 3 Kimley-Horn. 2023. Transportation Impact Analysis Shirk & Riggin Industrial Park. October.

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Table 3.12-4: Existing Traffic Noise Levels
Roadway Segment Peak-hour
2022 Existing Noise Level
(dBA Leq)
Riggin Avenue, West of Shirk Street AM 64.0
PM 63.7
Riggin Avenue, East of Shirk Street AM 63.6
PM 63.3
Shirk Street, South of Riggin Avenue AM 62.9
PM 62.7
Shirk Street, North of Riggin Avenue AM 58.5
PM 57.7
Riggin Avenue, West of Akers Street AM 66.1
PM 65.1
Riggin Avenue, East of Akers Street AM 66.3
PM 67.6
Akers Street, North of Riggin Avenue AM 63.3
PM 67.2
Akers Street, South of Riggin Avenue AM 66.5
PM 65.2
Notes:
dBA = A-weighted decibel
Leq = equivalent sound level
1 Modeling results do not take into account mitigating features such as topography, vegetative screening, fencing, building design, or structure screening. Rather, it assumes a worst-case of having a direct line of sight on flat terrain.

Source: FirstCarbon Solutions (FCS) 2023.

Existing Stationary Noise Levels
There are no existing stationary sources of noise on the project site.

Noise-Sensitive Land Uses
Noise-sensitive land uses generally consist of those uses where exposure to noise would result in adverse effects, as well as uses for which quiet is an essential element of their intended purpose.

Residential dwellings are of primary concern, because of the potential for increased and prolonged exposure of individuals to both interior and exterior noise levels. Other typical noise-sensitive land uses include hospitals, convalescent facilities, hotels, religious institutions, libraries, and other uses where low noise levels are essential.

The closest noise-sensitive land uses near the project site would be single-family residences located approximately 150 feet to the southeast across West Riggin Avenue and North Shirk Street intersection.

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3.12.3 - Regulatory Framework
Federal
Noise Control Act
The adverse impact of noise was officially recognized by the federal government in the Noise Control Act of 1972, which serves three purposes:
• Promulgating noise emission standards for interstate commerce • Assisting State and local abatement efforts
• Promoting noise education and research

The Federal Office of Noise Abatement and Control (ONAC) was initially tasked with implementing the Noise Control Act. However, the ONAC has since been eliminated, leaving the development of federal noise policies and programs to other federal agencies and interagency committees.

Among the agencies now regulating noise are the Occupational Safety and Health Administration (OSHA), which limits noise exposure of workers to 90 dB Leq or less for 8 continuous hours or 105 dB Leq or less for 1 continuous hour; the United States Department of Transportation (USDOT), which assumed a significant role in noise control through its various operating agencies; and the Federal Aviation Administration (FAA), which regulates noise of aircraft and airports. Surface transportation system noise is regulated by a host of agencies, including the FTA. Transit noise is regulated by the federal Urban Mass Transit Administration, while freeways that are part of the interstate highway system are regulated by the FHWA. Finally, the federal government actively advocates that local jurisdictions use their land use regulatory authority to arrange new development in such a way that “noise-sensitive” uses are either prohibited from being sited adjacent to a highway, or alternatively, that developments are planned and constructed in such a manner that minimize potential noise impacts.

Since the federal government has preempted the setting of standards for noise levels that can be emitted by transportation sources, local jurisdictions are limited to regulating the noise generated by the transportation system through nuisance abatement ordinances and land use planning.

Occupational Safety and Health Administration, Occupational Noise Exposure Occupational Safety and Health Administration (OHSA), Occupational Noise Exposure; Hearing Conservation Amendment (Federal Register 48 [46], 9738–9785, 1983) stipulates that protection against the effects of noise exposure shall be provided for employees when sound levels exceed 90 dBA over an 8-hour exposure period. Protection shall consist of feasible administrative or engineering controls. If such controls fail to reduce sound levels to within acceptable levels, personal protective equipment shall be provided and used to reduce exposure of the employee. Additionally, a Hearing Conservation Program must be instituted by the employers whenever employee noise exposure equals or exceeds the action level of an 8-hour time-weighted average sound level of 85 dBA L
eq(8). The Hearing Conservation Program requirements consist of periodic area and personal noise monitoring, performance and evaluation of audiograms, provision of hearing protection, annual employee training, and record keeping.

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Federal Transit Administration Standards and Guidelines FTA has established industry accepted standards for vibration impact criteria and impact assessment.

These guidelines are published in its Transit Noise and Vibration Impact Assessment document (FTA 2006). The FTA guidelines include thresholds for construction vibration impacts for various structural categories as shown in Table 3.12-5.

Table 3.12-5: Federal Transit Administration Construction Vibration Impact Criteria Building Category PPV (in/sec) Approximate VdB
I. Reinforced-Concrete, Steel or Timber (no plaster) 0.5 102 II. Engineered Concrete and Masonry (no plaster) 0.3 98 III. Non-engineered Timber and Masonry Buildings 0.2 94 IV. Buildings Extremely Susceptible to Vibration Damage 0.12 90 Notes:

PPV = peak particle velocity
VdB = velocity in decibels
Source: Federal Aviation Administration (FAA) 2006. Transit Noise and Vibration Impact Assessment.

The FTA has also established construction noise criteria for residential land uses. They are 80 dBA Leq during daytime hours and 70 dBA Leq during nighttime hours. Over 30-day periods of construction, the criteria is a 75 dBA Ldn average.

State
California General Plan Guidelines
Established in 1973, the California Department of Health Services Office of Noise Control was instrumental in developing regularity tools to control and abate noise for use by local agencies. One significant model is the “Land Use Compatibility for Community Noise Environments Matrix,” which allows the local jurisdiction to delineate compatibility of sensitive uses with various incremental levels of noise.
4 Government Code Section 65302 mandates that the legislative body of each county and city in California adopt a noise element as part of its comprehensive general plan. The local noise element must recognize the land use compatibility guidelines published by the State Department of Health Services. The guidelines rank noise/land use compatibility in terms of normally acceptable, conditionally acceptable, normally unacceptable, and clearly unacceptable. The project is also subject to review under the State of California Environmental Quality Act (CEQA). Appendix G of the CEQA Guidelines provides impact thresholds for potential noise and vibration impacts. The City of Santa Rosa had developed its own CEQA thresholds, which are listed in the Thresholds of Significance section below.

4 California Department of Health Services Office of Noise Control, “Land Use Compatibility for Community Noise Environments Matrix,” 1976.

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California Building Standards Code
The State of California has established noise insulation standards for new hotels, motels, apartment houses, and dwellings (other than single-family detached housing). These requirements are provided in the 2016 California Building Standards Code (CBC) (California Code of Regulations [CCR] Title 24).5 As provided in the CBC, the noise insulation standards set forth an interior standard of 45 dBA CNEL as measured from within the structure’s interior. When such structures are located within a 65-dBA CNEL (or greater) exterior noise contour associated with a traffic noise along a roadway, an acoustical analysis is required to ensure that interior levels do not exceed the 45-dBA CNEL threshold.

Title 24 standards are typically enforced by local jurisdictions through the building permit application process.

Local
The project site is located within the City of Visalia’s Sphere of Influence (SOI), in Tulare County, California. The City is the relevant land use agency since the project site would be annexed into the City of Visalia prior to commencement of any construction activities, and therefore the City's noise standards would apply. The City of Visalia addresses noise in its adopted General Plan and its Municipal Code.6
It should be noted that the General Plan points to the Tulare County Comprehensive Airport Land Use Plan for noise/land use guidance concerning the Visalia Municipal Airport.

City of Visalia General Plan
The City of Visalia establishes land use compatibility standards and noise policies in the Safety and Noise Chapter of the City’s General Plan.7 Objectives and policies most relevant to this analysis consist of the following:

Safety and Noise Chapter
Objectives
N-O-1 Strive to achieve an acceptable noise environment for present and future residents of Visalia.

N-O-2 Protect the City’s economic base by preventing the encroachment of incompatible land uses near known noise-producing industries, railroads, airports and other sources.

N-O-3 Protect noise-sensitive land uses such as schools, hospitals, and senior care facilities from encroachment of and exposure to excessive levels of noise.

5 California Building Standards Commission. 2017. California Building Standards Code (CCR Title 24), January 1. 6 City of Visalia, 2021. City of Visalia, California, Municipal Code. 7 City of Visalia, 2014. Visalia General Plan Update. October 14.

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Policies
N-P-2 Promote the use of noise attenuation measures to improve the acoustic environment inside residences where existing single-family residential development is located in a noise-impacted environment such as along an arterial street or adjacent to a noise-producing use.

N-P-3 Establish performance standards for noise reduction for new housing that may be exposed to community noise levels above 65 dB DNL/CNEL, as shown on the Noise Contour Maps, based on the target acceptable noise levels for outdoor activity levels and interior spaces in Tables 8-2 and 8-3. Noise mitigation measures that may be considered to achieve these noise level targets include but are not limited to the following:
• Construct façades with substantial weight and insulation. • Use sound-rated windows with enhanced noise reduction for primary sleeping and activity areas.
• Use sound-rated doors for all exterior entries at primary sleeping and activity areas.
• Use minimum setbacks and exterior barriers.
• Use acoustic baffling of vents for chimneys, attic, and gable ends. • Install a mechanical ventilation system that provides fresh air under closed window conditions.
• Alternative acoustical designs that achieve the prescribed noise level standards may be approved, provided that a qualified Acoustical Consultant submits information demonstrating that the alternative designs will achieve and maintain the specific targets for outdoor activity areas and interior spaces.

N-P-4 Where new development of industrial, commercial or other noise-generating land uses (including roadways, railroads, and airports) may result in noise levels that exceed the noise level exposure criteria established by Tables 8-2 and 8-3, require a noise study to determine impacts, and require developers to mitigate these impacts in conformance with Tables 8-2 and 8-3 as a condition of permit approval through appropriate means. Noise mitigation measures may include but are not limited to:
• Screen and control noise sources, such as parking and loading facilities, outdoor activities, and mechanical equipment.
• Increase setbacks for noise sources from adjacent dwellings. • Retain fences, walls, and landscaping that serve as noise buffers. • Use soundproofing materials and double glazed windows. • Use open space, building orientation and design, landscaping and running water to mask sounds.
• Control hours of operation, including deliveries and trash pickup, to minimize noise impacts.
• Alternative acoustical designs that achieve the prescribed noise level reduction may be approved, provided a qualified Acoustical Consultant submits information demonstrating that the alternative designs will achieve City of Visalia—Shirk and Riggin Industrial Project
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and maintain the specific targets for outdoor activity areas and interior spaces.

As a last resort, developers may propose to construct noise walls along State highways and arterials when compatible with aesthetic concerns and neighborhood character. This would be a developer responsibility, with no City funding.

N-P-7 Use the land use compatibility zone guidelines contained in the Airport Master Plan or more current information on airport noise to assess noise compatibility of airport operation with proposed land uses.

The City’s noise land use compatibility standards are established by Table 8-3 and Table 8-4 of the City’s adopted General Plan (shown in Figures 3.12-1 and 3.12-2, respectively, below). Table 8-3 and Table 8-4 do not contain quantitative standards for light industrial land uses (as receivers) such as the proposed project (since light industrial land uses are not considered to be noise-sensitive). The City General Plan’s guidance surrounding the siting of industrial uses primarily concerns minimizing the noise impacts of new and existing industrial uses on noise-sensitive uses (e.g., residences, schools, churches, hospitals, etc.), not the effect of noise impacts to industrial uses (i.e., as a receiving use). However, it is worth noting that State’s 2017 General Plan Guidelines suggest that noise environments up to 75 dBA CNEL are “normally acceptable” for industrial uses. 8 Figure 3.12-1: Visalia General Plan–Transportation Noise Sources

8 Governor’s Office of Planning and Research (OPR). 2017. State of California General Plan Guidelines. Figure 2 Appendix D.

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Figure 3.12-2: Visalia General Plan–Stationary Noise Sources City of Visalia Municipal Code
Chapter 8.36 of the Visalia Municipal Code contains a number of regulations that would apply to noise generated by the proposed project’s temporary construction activities and long-term operations.

Regulations that are relevant to the analysis of the proposed project’s potential construction and operational noise impacts are addressed below:

Section 8.36.040: Exterior Noise Standards–Fixed Noise Sources A. It is unlawful for any person at any location within the City to create any noise, or to allow the creation of any noise, on property owned, leased, occupied or otherwise controlled by such person which causes the exterior noise level, when measured at the property line of any affected noise-sensitive land use, to exceed any of the categorical noise level standards as set forth in the following table [table shown in Figure 3]:

Figure 3.12-3: Section 8.36.040 Exterior Noise Standards for Fixed Noise Sources

B. In the event the measured ambient noise level without the alleged offensive source in operation exceeds an applicable noise level standard in any category above, the applicable standard or standards shall be adjusted so as to equal the ambient noise level.

C. Each of the noise level standards specified above shall be reduced by five dB for pure tone noises, noises consisting primarily of speech or music, or for recurring impulsive noises.

D. If the intruding noise source is continuous and cannot reasonably be discontinued or stopped for a time period whereby the ambient noise level without the source can be measured, the noise level measured while the source is in operation shall be compared directly to the noise level standards.

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The Visalia Municipal Code defines a “fixed noise source” as “a device, machine or combination thereof which creates sound which is affixed or installed on real property, including but not limited to residential, agricultural, industrial and commercial machinery and equipment, pumps, fans, compressors, air conditioners and refrigeration equipment.” Based on this definition, the proposed project’s construction vehicles would not be considered “fixed noise sources.” Thus, Section 8.36.040 standards would not apply to the proposed project’s construction vehicle activities.

Section 8.36.050: Exterior Noise Standards–Mobile Noise Sources Prohibition Against Use According to Municipal Code Section 8.36.050, it is unlawful to operate any of the below-listed devices, appliances, equipment or vehicles on public or private property abutting noise-sensitive land uses between the weekday hours of 7:00 p.m. and 6:00 a.m., or between the weekend hours of 7:00 p.m. and 9:00 a.m.

A. Power-assisted leaf blowers, lawn mowers, edgers or other power equipment used for the maintenance of property;
B. Vehicle equipment, which equipment is not expressly regulated by State or federal statute, such as car radios or sound amplification equipment which is audible more than twenty-five (25) feet from the exterior of the vehicle;
C. Construction equipment including jackhammers, portable generators, pneumatic equipment, trenchers, or other such equipment, except for emergency repair purposes as provided in Section 8.36.070.

8.36.060: Residential Interior Noise Standards
Municipal Code Section 8.36.060 sets out noise standards based on noise levels experienced within a dwelling unit. Relevant portions of that section are set out below.

A. It is unlawful for any person, at any location within the City, to operate or cause to be operated, any source of sound or to allow the creation of any noise which causes the noise level when measured inside a dwelling unit to exceed any of the categorized noise level standards as set forth in the following table [table shown in Figure 4]:

Figure 3.12-4: Section 8.36.060 Residential Interior Noise Standards B. In the event the measured ambient noise level without the alleged offensive source in operation exceeds an applicable noise level standard in any category above, the applicable standard or standards shall be adjusted so as to equal the ambient noise level.

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C. Each of the noise level standards specified above shall be reduced by five dB for pure tone noises, noises consisting primarily of speech or music, or four recurring impulsive noises.

3.12.4 - Methodology
Construction Noise Analysis Methodology
A worst-case scenario was analyzed assuming each piece of modeled equipment would operate simultaneously at the nearest reasonable locations to the closest noise-sensitive receptor for the loudest phase of construction. Noise emission levels recommended by FHWA’s Highway Construction Noise Handbook were used to ascertain the noise generated by specific types of construction equipment.

Traffic Noise Modeling Methodology
The FHWA Traffic Noise Model Version 2.5 (TNM 2.5) was used to evaluate traffic-related noise conditions in the vicinity of the project site. TNM 2.5 uses traffic volumes, vehicle mix, average speeds, roadway geometry, and other inputs to calculate average noise levels along roadway segments. Traffic volume data used in the model was obtained from the traffic impact analysis prepared for this Draft EIR by Kimley-Horn.
9 Stationary Noise Source Analysis Methodology
The proposed project would generate noise from future development that could contain new exterior mechanical equipment sources, such as rooftop ventilation systems on proposed industrial uses, car wash tunnels with fans, vehicles idling in drive throughs, and potential new parking lot activities. To provide a conservative analysis, the highest end of the range of reference noise levels for these stationary noise sources was used to calculate the reasonable worst-case hourly average noise levels from each noise source as measured at the nearest sensitive receptor land uses.

Vibration Impact Analysis Methodology
The State does not have adopted criteria for construction or operational groundborne vibration impacts. Therefore, the FTA’s vibration impact criteria and modeling and analysis methodology were utilized to evaluate potential vibration impacts. The FTA has established industry accepted standards for vibration impact criteria and impact assessment. These guidelines are published in its Transit Noise and Vibration Impact Assessment document,
10 and are summarized in Table 3.12-5 above. A
reasonable worst-case scenario was analyzed assuming the piece of equipment that would generate the highest groundborne vibration levels would operate at the nearest reasonable location to an off- site structure. FTA and FHWA reference vibration levels for construction equipment, summarized in Table 3.11-3 were used to calculate reasonable worst-case construction vibration levels.

9 Kimley-Horn. 2023. Transportation Impact Analysis Shirk & Riggin Industrial Park. October. 10 Federal Transit Administration (FTA). 2006. Transit Noise and Vibration Impact Assessment. May.

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3.12.5 - Thresholds of Significance
The lead agency utilizes the criteria in CEQA Guidelines Appendix G Environmental Checklist to determine whether noise impacts resulting from the implementation of the proposed project would be considered significant if the project would cause:
a) Generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies?
b) Generation of excessive groundborne vibration or groundborne noise levels? c) For a project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels?

3.12.6 - Project Impacts and Mitigation Measures
This section discusses potential impacts associated with the development of the project and provides mitigation measures where appropriate.

Substantial Noise Increase in Excess of Standards
Impact NOI-1: W ould the project generate a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies?
Impact Analysis
Construction Noise
Noise would be generated by construction of the proposed project, which is estimated to occur over an approximately four-year period. The proposed project is anticipated to utilize a standard five-day work week, and construction would occur during standard daytime hours, which are generally between 7:00 a.m. and 5:00 p.m. Construction would not occur during prohibited hours, as set forth by Section 8.36.050(C) of the Visalia Municipal Code. The prohibited hours are between 7:00 p.m. and 6:00 a.m. on weekdays and between 7:00 p.m. and 9:00 a.m. on weekends. As such, construction activities would not have the potential to result in exceedances of the FTA’s nighttime construction noise criteria – there would be no nighttime construction.

Noise from grading activities is typically the foremost concern when evaluating a project’s construction noise impact, as grading activities often require extensive use of heavy-duty, diesel- powered earthmoving equipment. For the proposed project, grading would have the greatest–and noisiest–construction vehicle requirements, as a fleet of grading vehicles would be required to grade the approximately 284-acre site over the course of construction. Other construction phases would have reduced vehicle requirements. For example, construction of the proposed tilt-up warehouse buildings could at times require a crane truck, several construction forklifts, and skid steer loaders, but these vehicles are much less powerful than the types of heavy-duty scrapers, graders, and City of Visalia—Shirk and Riggin Industrial Project
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bulldozers that would be required to grade the project site. As such, the following analysis assesses noise impacts that may result from the proposed project’s grading activities as the indicator of the loudest equipment and thus the reasonable worst-case for purposes of identifying significant effects and ensuring an appropriately conservative evaluation.

Grading for the proposed project would be required for each of the three development phases.

Grading for the Phase 1 land uses would require grading vehicles to operate in the western portion of the project site, over 400 feet from the nearest residential land uses. Grading for the Phase 2 and Phase 3 land uses would require grading vehicles to operate near the proposed project’s southern boundary along Riggin Avenue, within 100 feet of residential land uses that are also located along this roadway. The loudest grading activities would be characterized by extensive use of graders, which would be utilized across the project site to level the site and establish proper slopes and drainages. Bulldozers may operate in conjunction with grader activities. Given these considerations, the maximum noise impact associated with the proposed project’s grading activities has been evaluated by modeling the noise levels that would be associated with a grader and a bulldozer grading a 0.5-acre parcel of land in proximity to surrounding residential land uses, which would occur as part of Phase 2 and Phase 3.
11 As noted, Phase 1 areas are located over 400 feet from the nearest residential land uses. Therefore, Phase 1 grading would have reduced noise impacts to nearby residential land uses.

While the above-described preliminary construction schedule for the proposed project assumes that Phases 1 through 3 would be built sequentially (i.e., none of the three phases would overlap), the potential remains for project phases to be constructed concurrently. Therefore, for the purpose of analyzing the reasonable worst-case scenario and fully disclosing all potential impacts, this paragraph discusses impacts that could occur if there were concurrent (rather than sequential) phasing for the proposed project. If concurrent phasing were to occur (i.e., if all phases were graded simultaneously), noise levels would still be similar to what is estimated by this analysis. This is because the analysis addresses a scenario in which grading vehicles operate across a 0.5-acre parcel that is located within 100 feet of residential land uses. Concurrent grading on other phases’ parcels would occur over 400 feet away at a minimum and would therefore have a limited effect on construction noise levels. Given the size of the project site and its parcels, it is rather unlikely that grading for multiple phases would occur at minimum project-to-receptor distances simultaneously.

Concurrent grading activities are more likely to be thousands of feet apart on any given workday.

Table 3.12-1 compares the proposed project’s estimated grading-related noise levels at nearby residential land uses to the FTA’s 80 dBA Leq daytime construction noise criteria for residential uses.

As shown, estimated noise levels would not exceed this criterion. Noise levels also would not exceed 75 dBA Leq, meaning that they would not result in 30-day exceedances of the FTA’s 75 dBA Ldn criterion, as well. Other construction phases would result in noise levels that are less than the grading-related noise levels shown in Table 3.12-6 because they would utilize equipment that is less noisy than the equipment utilized by this analysis or because they would involve activities that are

11 These vehicles are estimated to grade roughly a 0.5-acre parcel on any given workday. As such, this modeling scenario addresses noise impacts that may occur during workdays in which graders and bulldozers are operating in nearest proximity to residential land uses.

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located farther from receptors than the activities analyzed herein. Therefore, the proposed project’s construction-related noise impact would be less than significant. No mitigation would be required.

Table 3.12-6: Unmitigated Construction Noise Levels–Grading Receptor Location
Grading
Noise Level
(dBA Leq)
Significance
Criteria
(dBA Leq)
Potentially
Significant?
Residences near intersection of Riggin Avenue and
Road 88
Exterior 72.8 80 No
Residences south of Riggin Avenue Exterior 72.8 80 No
Residences near intersection of Riggin Avenue and
Shirk Street
Exterior 66.4 80 No
Notes:
dBA = A-weighted decibel
Leq = equivalent noise level

Construction-related Traffic Noise
Haul trips, construction worker vehicle trips, and other construction-related trips would occur over the course of the proposed project’s construction. The greatest off-site traffic noise impacts would be associated with haul trips generated by the proposed project’s grading phase. The proposed project is anticipated to require approximately 130,000 cubic yards of soil import, which would equate to approximately 5,650 truckloads of imported soils. Over the course of the proposed project’s grading phase, this would correlate with approximately 35 truck trips per day, or a few truck trips per hour. This level of haul truck activity would have a relatively minor effect on roadside ambient noise levels and would not be capable of causing or materially contributing to exceedances of the exterior or interior significance criteria at roadside residential land uses in the vicinity of the project site.

Mobile Source Operational Noise
Table 3.12-7 shows a summary of existing peak-hour traffic-related noise levels that were modeled using TNM 2.5 for select roadway segments in the vicinity of the proposed project. Noise levels were modeled based on roadway-specific parameters and peak-hour traffic volumes obtained from the traffic analysis prepared for the project.
12 The “2022 Existing Without Project” scenario represents year 2022 traffic conditions and is intended to estimate existing roadside peak-hour ambient noise conditions, without the proposed project. The “2022 Existing With Project” scenario represents year 2022 traffic conditions with the addition of proposed project-related traffic. This is a hypothetical scenario to highlight the individual noise increases that could be generated by the proposed project’s traffic solely. In reality, due to the development of related projects and ambient traffic

12 Kimley-Horn. 2023. Transportation Impact Analysis Shirk & Riggin Industrial Park. October.

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growth, traffic conditions—and therefore roadside noise levels—would be markedly different by the time of proposed project buildout, which is assumed to be no earlier than 2028.

Table 3.12-8 assesses the impacts of the proposed project at full buildout in 2028. Year 2028 is chosen as it represents the earliest year in which full buildout of the proposed project may occur.

The “2028 Without Project” scenario is intended to estimate roadside peak-hour ambient noise conditions that could exist even without development of the proposed project. The “2028 With Project” scenario represents year 2028 traffic conditions (as explained above) with the addition of proposed project-related traffic at full buildout. This scenario is intended to estimate roadside peak- hour ambient noise conditions that could exist with full buildout of the proposed project at the earliest potential year. Modeling outputs are provided in Appendix H.

It should be noted that, while the traffic analysis also analyzed year 2033 “With and Without Project” traffic scenarios, the year 2033 peak-hour and Average Daily Traffic (ADT) volumes all show that the percent contribution of the proposed project would be less in future years compared to the reasonable worst-case scenario of traffic conditions in year 2028. This is because the proposed project is assumed to be at full buildout in 2028, while background (non- project-related) traffic volumes will only continue to increase in future years past 2028 as other growth occurs in the City.

Therefore, this analysis presents the reasonable worst-case traffic noise level contribution of the proposed project.

As shown in Table 3.12-7, many roadway segments already experience hourly noise levels in excess of 65 dBA L
eq, suggesting that their 24-hour CNEL levels may also exceed 65 dBA. Even without development of the proposed project, nearly every roadway segment is estimated to experience noise increases from a minimum 0.9 dBA L
eq to a maximum 9.5 dBA Leq by 2028, compared to
existing traffic noise levels. As shown in Table 3.12-8, the addition of the proposed project’s traffic would increase noise levels up to an additional 2.6 dBA Leq upon full buildout, compared to “2028 Without Project” estimated conditions. With the addition of the proposed project’s traffic, all studied segments would be estimated to experience hourly noise levels in excess of 65 dBA Leq, suggesting that 24-hour CNEL levels may also exceed the 65 dBA threshold of significance.

Consistent with the respective land use visions for the project site and vicinity as reflected in the General Plans of both the City and the County, the area surrounding the proposed project has undergone, and is continuing to undergo, substantial growth and transformative land use changes via the conversion of primarily agricultural uses into residential, commercial, and industrial uses that are associated with significantly greater traffic generation. Given this rapid growth and the proliferation of related urban commercial, industrial, and residential subdivision projects in the area, it is difficult to ascertain the individual effects that the proposed project’s traffic alone would have on the area’s roadside ambient noise levels. However, taken together, the noise levels shown in Table

3.12-7 and Table 3.12-8 indicate that the proposed project would contribute – at times considerably– to future traffic-related noise increases. For example, without the proposed project, some roadway segments (such as Shirk Street, north of Riggin Avenue) would experience hourly noise levels that are approximately 65 dBA Leq or lower by 2028. However, with the proposed project, it is estimated that every studied roadway segment would experience hourly noise levels in excess of 65 dBA L
eq by 2028.

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Ultimately, the proposed project would contribute to increasing traffic volumes—and therefore traffic-related noise levels—in its primary trip distribution area, which is generally bounded by the project site/Riggin Avenue to the north, State Route (SR) 99 to the west, Akers Street to the east, and SR 198 to the south. Riggin Avenue and major north–south thoroughfares in this area such as Shirk Street and Akers Street already experience noise levels of approximately 65 dBA CNEL or higher, or they would experience these approximate noise levels by the proposed project’s earliest buildout year of 2028. A substantial portion of the proposed project’s traffic would also utilize these roadways and thus would exacerbate this situation by contributing further trips to areas that would already be experiencing exceedances beyond the 65 dBA CNEL threshold of significance. As a result, residential land uses and other noise-sensitive receptors that are adjacent to these roadways would be exposed to exterior ambient noise levels in excess of 65 dBA CNEL, depending on their setback from these roadways and whether there are any noise barriers in place.

Although many roadway-adjacent residential uses do possess permanent roadway noise barriers (such as residential uses along Riggin Avenue and Shirk Street near the project site where there are substantial masonry barriers) that would shield their exposure to excess ambient noise levels from traffic, some residential uses are not shielded by such barriers. As one such example, there are single-family residences located along Akers Street, south of Riggin Avenue, that face this roadway without any shielding to afford them reductions in traffic-related noise levels. Existing noise levels along this roadway segment are below 65 dBA CNEL. Without the proposed project, this roadway segment’s noise levels are projected to increase beyond 65 dBA CNEL by 2028, which would expose unshielded roadside residences to significant noise levels. Traffic from the proposed project would further exacerbate these 2028 conditions.

It would be infeasible to install permanent roadway noise barriers at every roadside residential receptor (and other sensitive land uses) within the proposed project’s trip distribution area due to, among other factors, ingress and egress access requirements for properties, zoning requirements, limitations on the acquisition of property for construction of noise barriers, and traffic safety constraints such as line of sight and minimum setback requirements for installation of noise barriers.

Therefore, as there is no feasible mitigation available to reduce this impact to less than significant, the proposed project’s off-site mobile source operational noise impact from traffic generation would be considered significant and unavoidable. This significant and unavoidable impact is consistent with the General Plan EIR, which analyzed full buildout of this area and its impact upon nearby noise sensitive land uses.

Table 3.12-7: Traffic Noise Increase Summary–Existing Conditions Roadway Segment Peak-hour
2022
Existing
Without
Project
(dBA Leq)
2022
Existing
With Project
(dBA Leq)
Increase
Over
Existing?
(dBA) Significant?
Riggin Avenue, West of Shirk Street AM 64.0 66.3 2.3 No PM 63.7 65.8 1.9 No
Riggin Avenue, East of Shirk Street AM 63.6 65.1 1.5 No City of Visalia—Shirk and Riggin Industrial Project
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Roadway Segment Peak-hour
2022
Existing
Without
Project
(dBA Leq)
2022
Existing
With Project
(dBA Leq)
Increase
Over
Existing?
(dBA) Significant?
PM 63.3 64.8 1.5 No
Shirk Street, South of Riggin Avenue AM 62.9 66.7 3.8 Yes PM 62.7 66.2 3.5 Yes
Shirk Street, North of Riggin Avenue AM 58.5 64.0 5.5 Yes PM 57.7 63.4 5.7 Yes
Riggin Avenue, West of Akers Street AM 66.1 67.3 1.2 No PM 65.1 66.4 1.3 No
Riggin Avenue, East of Akers Street AM 67.6 68.3 0.7 No PM 66.3 67.1 0.8 No
Akers Street, North of Riggin Avenue AM 67.2 67.3 0.1 No PM 63.3 63.5 0.2 No
Akers Street, South of Riggin Avenue AM 66.5 66.7 0.2 No PM 65.2 65.4 0.2 No
Notes:
dBA = A-weighted decibel
Leq = equivalent noise level
1 Modeling results do not take into account mitigating features such as topography, vegetative screening, fencing, building design, or structure screening. Rather, it assumes a worst-case of having a direct line of sight on flat terrain.

The modeling also does not consider that increased traffic conditions along roadway segments may result in reduced average travel speeds, which could have a moderating effect on noise increases.

Source: FirstCarbon Solutions (FCS) 2023.

Table 3.12-8 Traffic Noise Increase Summary–Future Conditions Roadway Segment Peak-hour
2028
Without
Project
(dBA Leq)
2028 With
Project
(dBA Leq)
Increase
over 2028
Without
Project?
(dBA) Significant?
Riggin Avenue, West of Shirk Street AM 65.8 67.5 1.7 No PM 66.4 67.7 1.3 No
Riggin Avenue, East of Shirk Street AM 65.6 67.5 1.9 No PM 67.2 67.8 0.6 No
Shirk Street, South of Riggin Avenue AM 65.3 67.9 2.6 No PM 67.9 69.3 1.4 No
Shirk Street, North of Riggin Avenue AM 62.3 65.8 2.5 No PM 67.2 68.5 1.3 No
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Roadway Segment Peak-hour
2028
Without
Project
(dBA Leq)
2028 With
Project
(dBA Leq)
Increase
over 2028
Without
Project?
(dBA) Significant?
Riggin Avenue, West of Akers Street AM 68.2 69.0 0.8 No PM 69.3 70.2 0.9 No
Riggin Avenue, East of Akers Street AM 68.9 69.4 0.5 No PM 68.8 69.3 0.5 No
Akers Street, North of Riggin Avenue AM 68.1 68.2 0.1 No PM 65.3 65.5 0.2 No
Akers Street, South of Riggin Avenue AM 67.9 68.0 0.1 No PM 68.6 68.7 0.1 No
Notes:
1 Modeling results do not take into account mitigating features such as topography, vegetative screening, fencing, building design, or structure screening. Rather, it assumes a worst-case of having a direct line of sight on flat terrain.

The modeling also does not consider that increased traffic conditions along roadway segments may result in reduced average travel speeds, which could have a moderating effect on noise increases.

Source: FirstCarbon Solutions (FCS) 2023.

Stationary Source Operational Noise
Parking Lot Activities
The proposed project would include approximately 3,797 surface parking spaces spread across the approximately 284-acre site. Its parking facilities and the intermittent noises associated with them (e.g., doors slamming, engines starting, backup monitors, drive-through intercoms, etc.) would have a nominal effect on surrounding exterior noise levels. Parking areas associated with the gas station, convenience store, and fast food restaurant uses constructed and the industrial buildings constructed would have the greatest potential to expose surrounding residential land uses to substantial parking-related noise levels because of their proximities to surrounding residential land uses and their greater relative trip generation, but even these uses’ parking areas would be spread across dozens of acres, which would have the effect of reducing parking-related noise levels at surrounding residential land uses. Parking lot noise impacts have been estimated based on a daytime hourly activity of 602 cars and trucks per hour and a nighttime hourly activity of 539 cars and trucks per hour for the proposed gas station, convenience store, and fast food restaurant uses. These figures are equivalent to the aforementioned land uses’ maximum vehicle trip generation. In other words, the analysis fully accounts for the peak hourly vehicle activities that may be associated with these land uses.

For the proposed industrial buildings, parking lot noise impacts have been estimated based on a daytime hourly activity of 265 cars and trucks per hour and a nighttime hourly activity of 265 cars and trucks per hour (also equivalent to these uses’ maximum vehicle trip generation). Noise levels at nearby residential uses were calculated based on these trip generation rates and distances to nearby parking areas. Table 3.12-9 shows the parking lot-related noise levels that are estimated to occur at the nearest residential uses. As shown, parking lot-related noise levels would not exceed the City of Visalia—Shirk and Riggin Industrial Project
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daytime or nighttime significance criteria for residential land uses. They also would have little to no effect on the area’s 24-hour CNEL noise levels, which are indicated to range between 60 dBA and 65 dBA according to the General Plan.

Parking lot activities also would not be expected to expose surrounding residential land uses to noises that are in excess of the General Plan instantaneous (i.e., Lmax) noise standards, which are a minimum 65 dBA Lmax during nighttime hours. Moreover, sporadic noises from sources such as car alarms or audible indicators would not be considered a significant environmental effect because of their sporadic nature.

Table 3.12-9: Parking Lot Activities Noise Levels
Receptor Time of Day
Parking Lot Activities
Noise Level (dBA Leq)
Significance
Criteria (dBA Leq)
Potentially
Significant?
Residences near intersection of
Riggin Avenue and Road 88
Day 25 50 No
Night 25 45 No
Residences south of Riggin Avenue Day 33 50 No
Night 33 45 No
Residences near intersection of
Riggin Avenue and Shirk Street
Day 31 50 No
Night 31 45 No
Notes:
dBA = A-weighted decibel
Leq = equivalent noise level

Mechanical Ventilation Equipment Operations
At the time of preparation of this analysis, details were not available pertaining to the proposed rooftop mechanical ventilation systems for the proposed project. Therefore, a reference noise level for typical rooftop mechanical ventilation systems was used. Noise levels from commercially available rooftop mechanical ventilation equipment range from 50 dBA to 60 dBA L eq at a distance of
25 feet. The proposed project’s rooftop mechanical ventilation equipment would be located hundreds of feet from the nearest residential receptors. In addition, in most cases they would be located behind parapets or otherwise screened, due to buildings or other structures that would block the line of sight to off-site receptors. However, based on distance attenuation alone, it is reasonable to conclude that noise levels from this equipment would be less than 40 dBA Leq at these residential land uses simply. There is no potential for this equipment to expose residential land uses to noise levels in excess of the minimum 45 dBA Leq nighttime significance criteria because, as noted, noise levels would be less than 40 dBA Leq at residential land uses. Additionally, because ambient noise levels near Riggin Avenue are indicated to be between 60 dBA and 65 dBA CNEL according to the Visalia General Plan Update, the proposed project’s mechanical ventilation equipment-related noise levels would have a negligible effect on 24-hour CNEL noise levels at surrounding residential land uses.

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Truck Loading Activities
Noise would also be generated by truck loading and unloading activities at the proposed industrial buildings. The proposed project is estimated to generate a total of approximately 737 truck trips per day. As the proposed project would have 24-hour operations, truck loading activity would correspond with roughly 31 truck trips per hour, on average. Typical maximum noise levels from truck loading and unloading activity are 70 dBA Lmax at a reference distance of 50 feet.

A total of approximately 814 dock-high doors and approximately 24 grade-level doors would be spread across the proposed eight industrial buildings, but the proposed project has been designed to orient these loading areas away from surrounding residential uses. (See Exhibit 3.) Residential uses would be no less than approximately 450 feet from all truck loading areas, and they would also be shielded from these areas by the massing of the proposed project’s industrial and other buildings.

Based on this distance and shielding, truck loading-related noise levels at surrounding residential uses would not be expected to exceed 40 dBA Lmax or 40 dBA Leq. These noise levels would be below the minimum 45 dBA Leq and 65 dBA Lmax nighttime significance criteria. Additionally, because ambient noise levels near Riggin Avenue, as documented in the Visalia General Plan Update, are indicated to be between 60 dBA and 65 dBA CNEL, the proposed project’s truck loading-related noise levels would have a negligible effect on 24-hour CNEL noise levels at surrounding residential uses.

Drive-through Car Wash Land Use
The proposed project would include the construction and operation of a drive-through car wash facility. At the time of preparation of this analysis, details were not available pertaining to the design of the facility or its mechanical equipment. Therefore, reference noise levels for typical drive-through (i.e., “tunnel”) car washes were used to evaluate whether operations of the proposed project’s car wash may result in significant noise impacts. The car wash facility would be located to the north of the proposed drive-through restaurant uses, in the southeastern quadrant of the proposed project.

The nearest residential uses at the intersection of Riggin Avenue and Shirk Street would be located approximately 500 feet south of the car wash facility.

Typical drive-through car wash facilities contain numerous noise sources. Vehicles themselves generate noise when accessing the facilities, and self-service vacuum equipment generates noise when used by car wash patrons. Car washing equipment within the drive-through tunnel generates noise. The loudest noise levels are commonly associated with dryer blower equipment at the tunnel exit. Measured noise levels from car wash blower operations have been documented to range from 70 dBA to 83 dBA L
eq at a reference distance of 40 feet. During busy periods, car wash blowers have been observed to operate continuously for extended periods.

Table 3.12-10 shows noise levels that could be generated at surrounding residential land uses by the proposed project’s drive-through car wash facility, based on the reasonable worst-case 83 dBA Leq at 40 feet noise level described above. As shown, residential land uses south of Riggin Avenue and residential land uses near the intersection of Riggin Avenue and Shirk Street may be exposed to noise levels in excess of the 50 dBA L
eq daytime and 45 dBA Leq nighttime significance criteria as a result of the proposed project’s drive-through car wash operations. Without mitigation, this impact would be potentially significant.

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Instantaneous Lmax noise levels from the proposed project’s drive-through car wash would not be substantially greater than the noise levels shown in Table 11 because drive-through car wash equipment typically generate consistent noise levels. Therefore, this equipment would not result in exceedances of the General Plan’s Lmax noise standards for residential land uses, which are a minimum 65 dBA Lmax during nighttime hours. Additionally, because ambient noise levels near Riggin Avenue are indicated to be between 60 dBA and 65 dBA CNEL according to the Visalia General Plan Update, the drive-through car wash-related noise levels would not have the potential to cause 24- hour CNEL noise levels to increase by greater than the 5 dBA significance criteria because noise levels would not exceed 60 dBA Leq without mitigation.

Table 3.12-10: Drive-through Car Wash Noise Levels
Receptor Time of Day
Drive-thru Car Wash
Noise Level (dBA Leq)
Significance
Criteria (dBA Leq)
Potentially
Significant?
Residences near intersection of
Riggin Avenue and Road 88
Day 39 50 No
Night 39 45 No
Residences south of Riggin Avenue Day 55 50 Yes
Night 55 45 Yes
Residences near intersection of
Riggin Avenue and Shirk Street
Day 60 50 Yes
Night 60 45 Yes
Notes:
dBA = A-weighted decibel
Leq = equivalent noise level

MM NOI-1 is recommended to ensure that noise impacts from the proposed project’s drive-through car wash do not exceed the 50 dBA Leq daytime and 45 dBA Leq nighttime significance thresholds, which are based on the standards established by Visalia Municipal Code Section 8.36.040 and Table 8-4 of the General Plan. Implementation of MM NOI-4 would ensure that noise impacts associated with the drive-thru car wash are in compliance with the Visalia Municipal Code’s regulations concerning fixed noise sources and the General Plan’s guidance concerning stationary noise sources.

MM NOI-1 would require the proposed project to conduct an in-depth acoustical study of the drive- through car wash prior to the issuance of its building permits. The study would assess whether the car wash’s design, mechanical equipment, and hours of operation would be capable of ensuring that car wash-related noise levels at surrounding residential uses are in compliance with the Visalia Municipal Code and consistent with the General Plan (as described above). If these details have yet to be established at the time of the study, the study would indicate how the drive-through car wash may be designed and operated in order to ensure compliance and consistency with these standards.

Building permits would not be issued unless it has been demonstrated by a qualified acoustic professional that operations of the drive-through car wash would not exceed the applicable 50 dBA L
eq daytime and 45 dBA Leq nighttime limits established by the General Plan and Municipal Code.

Further, if noise reduction measures are recommended by the acoustical study, they would be included in the car wash’s plans, specifications, and other related permitting documents. Therefore, after implementation of MM NOI-1, this impact would be less than significant.

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Drive-through Restaurant Land Uses
The proposed project would include the construction of two drive-through restaurant land uses. At the time of preparation of this analysis, details were not available pertaining to the design of the drive-thru restaurants, though it is known that they would be located in the southeastern corner of the project site, as shown in Exhibit 2-8. Therefore, reference noise levels for typical drive-through restaurants were used to evaluate whether operations of the proposed project’s drive-through restaurants may result in significant noise impacts.

Typical drive-through restaurants contain numerous noise sources. Vehicles themselves generate noise when accessing the facilities and idling in queues, and drive-through speakers also generate noise. The potential for on-site vehicle activities (i.e., cars accessing and parking at the project site, including the drive-through restaurants) to generate significant noise levels was assessed under the analysis for parking lot activities and determined to be less than significant. Regarding drive-through queueing, data on car idling noise levels is fairly limited but the following screening analysis rules out the potential for idling in the drive-through lanes to be a significant source of noise. In order to generate a noise level of approximately 45 dBA at the nearest residential uses near the intersection of Riggin Avenue and Shirk Street, which would be approximately 200 feet from the proposed project’s nearest drive-through lane, noise from car idling would have to be approximately 77 dBA at 5 feet—the noise level of a busy highway. Reasonably, car idling noise would be significantly less than this because vehicle idling noise is not as loud as a busy highway. Therefore, this screening analysis demonstrates that noise due to car idling at the nearest residential land uses would be significantly less than the minimum 45 dBA L
eq nighttime noise threshold.

The proposed drive-through speakers would be located more than 200 feet the nearest residential uses near the intersection of Riggin Avenue and Shirk Street. Assuming that the noise level from a drive-through speaker is approximately 75 dBA at 5 feet, based on distance attenuation alone, the noise level at 200 feet would be less than 40 dBA. And because drive-through speakers would only produce intermittent noises, this further demonstrates that noise due to drive-through speakers at the nearest residential land uses would be significantly less than the minimum 45 dBA Leq nighttime noise threshold.

Instantaneous Lmax noise levels from the proposed project’s drive-through restaurants would not result in exceedances of the General Plan’s Lmax noise standards for residential land uses, which are a minimum 65 dBA Lmax during nighttime hours, because noise levels at residential land uses would be less than 40 dBA. Additionally, because ambient noise levels near Riggin Avenue are indicated to be between 60 dBA and 65 dBA CNEL according to the Visalia General Plan, the drive-through restaurant- related noise levels would not have the potential to cause 24-hour CNEL noise levels to increase by greater than the 5 dBA significance criteria because noise levels would be less than 40 dBA.

Prospective Warehouses
The proposed project requests that the project site be zoned Industrial and Light Industrial, which allows for the development of warehouses. It is highly likely that some sort of warehouse uses will be constructed on the site, which could house any number of uses that are permitted by this zoning.

Therefore, future uses in these buildings–more specifically, noise generated by future uses–may have the potential to affect surrounding noise-sensitive receptors, especially those that are located along City of Visalia—Shirk and Riggin Industrial Project
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or near Riggin Avenue. Although it is unlikely that the interior operations of future warehouse, distribution, storage, and light manufacturing uses would be audible, much less be considered significantly considerable, there are residential land uses that are located within hundreds of feet from the proposed warehouse buildings. To be conservative, MM NOI-2 is recommended to prevent significant impacts from occurring. MM NOI-2 would require specific uses with the potential to result in noise-related conflicts between operations and existing or future noise-sensitive receptors to provide an acoustical analysis demonstrating compliance with the City’s noise standards prior to issuance of operational permits. Permits would not be issued unless it has been demonstrated by a qualified acoustic professional that operations would not exceed the City’s noise standards.

Therefore, after implementation of MM NOI-2, impacts related to future warehouse uses would be less than significant.

Level of Significance Before Mitigation
Potentially significant impact.

Mitigation Measures
MM NOI-1 (a) Prior to the issuance of building permit for a drive-through car wash, an in-depth acoustical study prepared by a qualified acoustic professional shall be submitted for review and approval to the City Community Development Department that demonstrates that the design and operations of a proposed drive-through car wash would not result in exceedances of the Visalia Municipal Code’s applicable daytime and nighttime noise limits for residential land uses. The study shall evaluate factors such as:
• The location and orientation of noise-generating equipment, such as dryer blowers and vacuums.
• The location and orientation of the drive-through car wash tunnel. • The hours of operation.
• The location of the drive-through car wash on the project site.

(b) Based on the results of the acoustical study, the project applicant shall be required to incorporate, at a minimum, design features or reduction measures to reduce any identified operational noise impact to meet applicable noise performance criteria. These reduction measures shall be included on all relevant plans, specifications, and other permitting documents. Measures and design features may include, but are not limited to the following:
• Locating the car wash facility further away from sensitive receptors, therefore reducing its noise impacts at nearby residential land uses. • Orienting the facility so that the carwash exit (where the drying blowers would be located) is located facing away from nearby residential land uses. • Providing sound blankets to hang around the edge of the carwash exit tunnel to help shield the dryer blower noise.
• Locating the dryer blowers further inside the car wash tunnel to help shield the dryer blower noise.

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• Providing screening, such as a structure or sound wall, to shield the carwash exit where the dryer blowers would be located from nearby residential land uses.

MM NOI-2 (a) When specific uses within the project area are proposed that could result in a noise-related conflict between an industrial or other stationary noise source and existing or future noise-sensitive receptors, an acoustical analysis shall be required by the City that quantifies the proposed use’s operational noise levels and recommends appropriate reduction measures, as necessary, to achieve compliance with the City’s noise standards. The analysis shall be prepared by a qualified acoustic professional. All recommended design features or reduction measures shall be noted on plans, specifications, and other relevant permitting documents prior to the issuance of building permits.
(b) Based on the results of the acoustical study, the project applicant shall be required to incorporate, at a minimum, design features or reduction measures to reduce any identified operational noise impact to meet applicable noise performance criteria. Reduction measures and design features may include, but are not limited to the following:
• Locating the warehouse facility further away from sensitive receptors, therefore reducing its noise impacts at nearby residential land uses. • Orienting the facility so that the warehouse truck loading/unloading areas are located facing away from nearby residential land uses. • Providing gasket loading dock doors to help shield truck loading and unloading noise.
• Providing screening, such as a structure or sound wall, to shield truck loading and unloading areas from nearby residential land uses.

Level of Significance After Mitigation
Significant and unavoidable impact.

Groundborne Vibration/Noise Levels
Impact NOI-2: Would the project result in generation of excessive groundborne vibration or groundborne noise levels?
Impact Analysis
Construction
Construction of the proposed project would require a variety of large, steel-tracked earthmoving vehicles. According to the FTA, large bulldozers and similar heavy-equipment can generate groundborne vibration levels up to 0.089 in/sec PPV at a reference distance of 25 feet. In other words, these vehicles’ construction activities could expose buildings within 25 feet to groundborne vibration levels up to 0.089 in/sec PPV. However, there are no buildings within 25 feet of the proposed project or its construction activities, meaning that construction of the proposed project would not expose surrounding buildings to groundborne vibration levels in excess of 0.089 in/sec PPV. This groundborne vibration level is below even the most stringent significance criteria for FTA’s City of Visalia—Shirk and Riggin Industrial Project
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category of “Buildings Extremely Susceptible to Vibration Damage.” Therefore, it reasons that construction of the proposed project would not expose any surrounding buildings to potentially damaging levels of groundborne vibration.

Operation
Given the nature of the proposed uses and the fact that such land uses are located hundreds of feet from the project site’s primary use areas, implementation of the project would not include any permanent sources that would expose persons in the project vicinity to groundborne vibration levels that could be perceptible without instruments at any existing sensitive land use in the project vicinity. The analysis above indicates that it is unlikely any vibration generated on-site would be potentially damaging or perceptible at off-site sensitive land uses and structures. Additionally, the proposed project’s related truck and vehicle travel would not be considered a significant source of vibration, as truck and vehicle travel rarely generates perceptible groundborne vibration. Therefore, project operational activities would not generate excessive groundborne vibration levels as measured at off-site receptors, and this impact would be less than significant. In addition, there are no existing significant permanent sources of groundborne vibration in the project vicinity to which the proposed project would be exposed.

Level of Significance
Less than significant impact.

Mitigation Measures
None required.

Excessive Noise Levels from Airport Activity
Impact NOI-3: Would the project expose people residing or working in the project area to excessive noise levels for a project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport?
Impact Analysis
A significant impact would occur if the proposed project would expose people residing or working in the project area to excessive noise levels for a project located in the vicinity of a private airstrip or airport land use plan or, where such a plan has not been adopted, within 2 miles of a public airport or public use airport.

The project site is not located in the vicinity of a private airstrip. The nearest public airport to the project site is the Visalia Municipal Airport, located approximately 2.68 miles southwest of the project site. The Tulare County Comprehensive Airport Land Use Compatibility Plan (ALUCP) shows the southwest corner of the project site to lie within the Visalia Municipal Airport’s Airport Influence Area but outside the aircraft 55 dBA CNEL noise contours. Based on this distance and the proposed project’s orientation to the airport’s runways, the proposed project would not be exposed to excessive noise levels from aircraft. Therefore, the project is consistent with the goals and policies of the ALUCP.

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Implementation of the proposed project would not expose persons at the project site to noise levels from aircraft that would be in excess of acceptable standards for the proposed land uses, and no impact would occur.

Level of Significance
No impact.

Mitigation Measures
None required.

3.12.7 - Cumulative Impacts
The geographic scope for the cumulative analysis for noise and vibration impacts is limited to areas within 1,000 feet of the project site boundary for on-site noise sources, because of the localized nature of noise and vibration impacts. This analysis first evaluates whether the impacts of cumulative development could result in a cumulatively significant noise or vibration impact. If there is a cumulative significant impact, this analysis then considers whether the incremental contribution of the impacts associated with the implementation of the proposed project would be cumulatively considerable. Both conditions must apply for the project’s cumulative effects to rise to the level of significance.

Construction Noise
As noted above, the geographic scope of the cumulative noise analysis would be approximately 1,000 feet surrounding the project site. Cumulative development would be required to comply with all applicable construction hour restrictions and would also be anticipated to incorporate appropriate BMPs to help reduce construction noise. In addition, applicable design review regulations directing the siting, design, and insulation of new development and redevelopment and all applicable noise policies, standards and requirements in the General Plan and Municipal Code would ensure that noise impacts are less than significant. Because there is not a cumulative significant construction noise impact to existing or planned land uses in the project vicinity, the incremental contribution of project construction noise would not be cumulatively considerable.

Therefore, the proposed project would result in a less than significant cumulative impact related to construction noise. This cumulatively significant and unavoidable impact is consistent with the General Plan EIR, which analyzed full buildout of this area and its impact upon nearby noise sensitive land uses.

Operational Traffic Noise
If there is an identified cumulative traffic noise impact in the project vicinity, and if the proposed project would result in an incremental contribution to an identified cumulative traffic noise impact, then the project’s impact would be cumulatively considerable. As shown in Tables 3.12-7 and 3.12-8, there are roadway segments in the project vicinity that experience traffic noise levels in excess of noise levels that the City considers to be “normally acceptable” for some adjacent land uses., The tables show that project traffic would result in noise increases along these impacted roadway segments. Therefore, the incremental contribution of project traffic would also be cumulatively considerable and would be a significant impact.

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As noted in the mobile source noise impact discussion above, it would be infeasible to install permanent roadway noise barriers along every roadside sensitive receptor within the proposed project’s trip distribution area due to, among other factors, ingress and egress access requirements for properties, zoning requirements, limitations on acquisition of property for construction of noise barriers, and traffic safety constraints such as line of sight and minimum setback requirements for installation of noise barriers. Therefore, there is no feasible mitigation available to reduce this impact to less than significant, and the proposed project’s incremental contribution of project traffic would also be cumulatively considerable and would be considered significant and unavoidable.

Operational Stationary Noise
For stationary operational noise sources, a significant impact would occur if the cumulative projects would cause the L
dn at noise-sensitive uses to increase by 3 dB or more and exceed the “normally acceptable” level, or cause the Ldn at noise-sensitive uses to increase 5 dB or more and remain “normally acceptable,” or cause new noise levels to exceed the City Noise Ordinance thresholds of the minimum 45 dBA Leq and 65 dBA Lmax nighttime significance criteria at any point on or beyond the project boundary.

The source of operational stationary noise within 1,000 feet of the project site that would produce the highest noise levels would be drive-through car wash activities or truck loading and unloading activities at future warehouses. However, as shown in the stationary source operational noise impact discussion above, implementation of MM NOI-1 and NOI-2 would reduce these potential project- related stationary noise source impacts to meet the City’s noise performance standards. Permits would not be issued unless it has been demonstrated by a qualified acoustic professional that operations would not exceed the City’s noise performance standards. In addition, there are not any existing stationary operational noise sources in the project vicinity that currently exceed the City’s noise performance thresholds. Therefore, the incremental contribution of project operational stationary source noise would not result in a significant contribution to any existing stationary operational noise impact, and would not be cumulatively considerable.

Noise Land Use Compatibility Consistency
Cumulative development would be required to comply with all applicable design review regulations directing the siting, design, and insulation of new development and redevelopment and all applicable noise policies, standards and requirements in the General Plan and Municipal Code, which would ensure that noise impacts are less than significant. As described previously, Riggin Avenue and major north–south thoroughfares in this area such as Shirk Street and Akers Street already experience noise levels of approximately 65 dBA CNEL or higher, or they would experience these approximate noise levels by the proposed project’s earliest buildout year of 2028. A substantial portion of the proposed project’s and cumulative development in the area’s traffic would also utilize these roadways and thus would exacerbate this situation by contributing further trips to areas that would already be experiencing exceedances beyond the 65 dBA CNEL threshold of significance.

Moreover, no feasible mitigation would be available to reduce this impact because it would be infeasible to install permanent roadway noise barriers for every roadside sensitive receptor within the proposed project’s trip distribution area due to, among other factors, ingress and egress access requirements for properties, some zoning requirements and limitations on acquisition of property for construction of noise barriers, and traffic safety constraints such as line of sight and minimum setback requirements for installation of noise barriers. This is the only noise land use compatibility City of Visalia—Shirk and Riggin Industrial Project
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category that would apply to existing and planned development for parcels adjacent to the modeled roadway segments. Therefore, cumulative traffic noise impacts would be significant and unavoidable because it would result in operational traffic noise levels that would conflict with the City 65 dBA CNEL exterior and 45 dBA Leq interior significance criteria for residential land uses.

Construction Vibration
The geographic scope of the cumulative construction vibration analysis is the project vicinity, including surrounding sensitive receptors. Construction vibration impacts are very localized; therefore, the area surrounding the project site (approximately 100 feet) would be the area most affected by proposed project construction activities. While there would be cumulative projects undergoing construction in the general vicinity, none of these are within 100 feet of the site and therefore, do not have to potential to create significant cumulative construction vibration impacts that would exceed potential impact criteria as measured at any sensitive receptor in the project vicinity. Thus, there would be a less than significant cumulative impact related to construction vibration. Because there is not a cumulative significant construction noise impact to existing or planned land uses in the project vicinity, the incremental contribution of project construction noise would not be cumulatively considerable.

Operational Vibration
Because operational vibration impacts are very localized, the only potential sources of cumulatively considerable contribution to vibration conditions in the project vicinity would result from introduction of past, present and reasonably foreseeable future permanent sources of groundborne vibration in the project site vicinity. The only major sources of groundborne vibration in the project vicinity is railroad activity along the rail line located approximately 2.15 miles east of the project site.

Groundborne vibration levels from these cumulative sources would not be perceptible without instruments at any sensitive receptor in the project vicinity, therefore there is no significant cumulative impact. In addition, the project’s incremental contribution to this less than significant cumulative operational vibration levels would not be cumulatively considerable. As discussed above, implementation of the proposed project would not introduce any new permanent sources to the project vicinity that would result in groundborne vibration levels that would be perceptible without instruments as measured at sensitive receptors in the project vicinity and would also not increase railroad activity. Therefore, implementation of the proposed project would not result in a cumulatively considerable contribution to vibration conditions in the project vicinity. This impact would be less than significant.

Mitigation Measures
MM NOI-1 and MM NOI-2.

Level of Cumulative Significance
Significant and unavoidable impact related to cumulative traffic noise impacts.

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3.13 - Public Services

3.13.1 - Introduction
This section describes the existing conditions related to public services in the City in the project site and vicinity, as well as the relevant regulatory framework. This section also evaluates the potential impacts related to public services that could result from implementation of the proposed project.

Descriptions and analysis in this section are based, in part, on information provided by the City of Visalia General Plan (General Plan) and City of Visalia Municipal Code (Municipal Code), as well as information available on the City’s website, information received from relevant service providers (the Visalia Police Department, Visalia Fire Department, and Visalia Unified School District), and Master Planning Documents.

No comments were received during the Notice of Preparation (NOP) scoping period related to public services.

3.13.2 - Environmental Setting
Fire Protection and Emergency Medical Services
City of Visalia
The Visalia Fire Department (VFD) provides fire protection and emergency services to over 139,254 people within the City’s jurisdiction.1 The VFD maintains six stations and an administrative division within the city limits.2
Based on available information as of this writing, the VFD consists of a Fire Administration Division, an Emergency Services/Operations Division, and a Fire Prevention Division. Across these three divisions, the VFD staffs five fire engines, two ladder trucks, one Type II Tech Rescue Team, a Type 1 Hazardous Materials Team, and a Lighting/Air Support Team and employs 70 safety personnel and eight civilian firefighters. The City’s fire stations are staffed 24 hours a day, 365 days a year, with each apparatus being staffed by a minimum of three firefighters at all times.3 The VFD strives to adhere to the National Fire Protection Association (NFPA) response time standard, aiming to respond to 95 percent of calls within 5 minutes, including 1 minute of “turnout” and 4 minutes of driving. However, areas of southwest Visalia and smaller areas in the northwest and northeast of the City located more than 0.5-mile from the VFD stations cannot reasonably be served within the Department’s target response time.
4 Currently, the VFD has an average response time of 6 minutes and 16 seconds for fire emergency calls and 5 minutes 37 seconds for medical/rescue calls.5 In 2019, the VFD responded to 636 fire emergency calls and 11,170 medical/rescue calls.6 In 2022, the VFD responded to 16,522

1 City of Visalia. 2021. Visalia Fire Annual Report 2021. Website:
https://www.visalia.city/documents/Fire/Annual/VFD%202021%20Annual%20Report.pdf. Accessed December 16, 2022. 2 Visalia Fire Department (VFD). 2022. Facilities. Website: https://www.visalia.city/depts/fire/info/facilities/default.asp. Accessed September 9, 2022.
3 Visalia Fire Department (VFD). 2022. Visalia Fire Department Information. Website:
https://www.visalia.city/depts/fire/info/default.asp. Accessed December 9, 2022. 4 City of Visalia. 2014. Visalia General Plan Safety and Noise Element. October. 5 City of Visalia. 2023. Personal communication: CEQA coordination on April 28, 2023. 6 Ibid.

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calls for service. The great majority of these calls (95 percent) were not fire-related, with over half of calls being for emergency medical or rescue services.7
Construction of a replacement fire station located at the southeast portion of the City is currently underway.8 Engine 56 will relocate from the California Department of Forestry and Fire Protection (CAL FIRE) Tulare campus once construction is complete.

Project Site
Fire Station 55 is the nearest VFD fire station to the project site, located approximately 0.40 miles to the south at 6921 West Ferguson Avenue. The next closest VFD station is Fire Station 53, located approximately 4.1 miles to the southeast at 5025 West Walnut Avenue.

Police Protection
City of Visalia
The Visalia Police Department (VPD) is currently headquartered at 303 South Johnson Street. The VPD consists of three divisions: Operations Division, Operations Support Division, and Administration Division.9 The more than 250 members of the VPD include sworn police personnel, community service officers, parking enforcement officers, communications operators, records specialists, administrative support personnel, crime lab technicians, property and evidence technicians, and civilian investigators.
10 The Operations Division consists of uniformed personnel of the VFD who respond to emergency and non-emergency calls for service and have regular contact with the public.11 The Operations Support Division consists of the Investigations Bureau, the Professional Standards Bureau, and the Support Services Bureau. The Operations Support Division encompasses the areas of administration, emergency dispatch, and investigations.12 According to the General Plan, the VPD does not have established service standards in terms of officers per thousand residents or incident response time.13 The VPD responded to 135,682 calls for service in 2019 and 134,738 calls for service in 2020.14 Police response time was less than 20 minutes for 71 percent of all calls in 2022; the average response time for Priority 1 calls was 7 minutes and 4 seconds.15 The City opened the Visalia Emergency Communication Center (VECC) in 2017. The two-story, 18,872-square-foot building was designed as an essential services facility. Located near School Avenue and Burke Street, the VECC is the home for the Emergency Communication Center (911 Dispatch), VPD Administration including the Emergency Operation Center, Traffic Management Center, and the City’s secure Data Center for Information Services.

7 City of Visalia. 2023. Personal communication: CEQA coordination on April 28, 2023. 8 City of Visalia. 2023. Visalia Breaks Ground on New Fire Station. Website:
https://www.visalia.city/news/displaynews.asp?NewsID=2602&TargetID=1. Accessed March 27, 2023. 9 City of Visalia. 2022. Divisions, Bureaus, and Units. Website:
https://www.visalia.city/depts/police/divisions_bureaus_n_units/default.asp. Accessed December 9, 2022. 10 Visalia Police Department. 2020. Visalia Police Department Annual Report. Accessed September 14, 2022. 11 Ibid.
12 Ibid.
13 Visalia General Plan 2030. 2014. Safety and Noise Element. October. 14 Visalia Police Department (VPD). 2020. Visalia Police Department Annual Report. Accessed September 14, 2022. 15 City of Visalia. 2023. Personal communication: CEQA coordination on April 28, 2023.

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Project Site
The VPD headquarters are located approximately 4.30 miles southeast of the project site. There are no residences located on the project site currently; however, several warehouses and industrial centers are located on nearby properties. Other surrounding uses consist of residential neighborhoods, parks, and schools.

Schools
City of Visalia
Visalia Unified School District (VUSD) provides K-12 education to the residents of Visalia. Providing educational services to a jurisdiction of 214 square miles, based on available information as of this writing, VUSD comprises 26 elementary schools, a newcomer language center, five middle schools, four comprehensive high schools, a continuation high school, an adult school, a charter independent school, a K-8 charter home school, and a charter technical early college high school.16 Three of VUSD’s elementary schools and a charter school are located outside of the General Plan Planning Area.17 Over 32,000 students in total are served by VUSD.18 Project Site
The project site is within the service areas of Denton Elementary School, Ridgeview Middle School, and Redwood High School within the VUSD.

Parks and Other Recreational Facilities
City of Visalia
Based on available information, there are approximately 640 acres of parks and recreational facilities within the City, consisting of neighborhood parks, community parks, large city parks, pocket parks, and other parkland.19 Additionally, the City owns three larger facilities, Plaza Park, Mooney Grove Park, and Riverway Sports Park, on the periphery of its jurisdiction. 20 The General Plan establishes the parkland standard of five acres per 1,000 residents. Based on the park acreage referenced in the General Plan, the City had a ratio of 5.1 acres of parkland per 1,000 residents. However, the General Plan includes plans to add an additional 430 acres of new parkland by 2030 in order to accommodate its assumed population of approximately 210,000.21 It is notable that the City’s actual population growth has been slower than previously anticipated in the General Plan. According to the United States Census Bureau, the City had a population of 142,384 in 2020.22 The City has prepared an EIR for the construction of the East Side Regional Park and Groundwater Recharge Project, which will provide approximately 139 acres of active recreational amenities and 130 acres of passive amenities in the eastern portion of the City. That project would contribute to the City’s park ratio goal. The proposed project would pay into a capital improvement program (CIP)

16 Visalia Unified School District (VUSD). 2022. About VUSD. Website: https://www.vusd.org/domain/9. Accessed September 14, 2022. 17 Visalia General Plan 2030. 2014. Parks, Schools, Community Facilities, and Utilities. October 2014. 18 Visalia Unified School District (VUSD). 2022. About VUSD. Website: https://www.vusd.org/domain/9. Accessed September 14, 2022. 19 Visalia General Plan 2030. 2014. Parks, Schools, Community Facilities, and Utilities. October 2014. 20 Ibid.
21 Ibid.
22 United States Census Bureau. 2023. Visalia Quick Facts. Website: https://www.census.gov/quickfacts/visaliacitycalifornia. Accessed March 28, 2023.

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to fund the East Side Regional Park and Groundwater Recharge Project and other future parks projects to offset impacts to park and recreation facilities. The Draft EIR for this project State Clearinghouse [SCH] No. 2014121076) was circulated for public comments between February 2, 2023 and March 20, 2023, and was certified by the City Council on November 20, 2023.

Project Site
The closest park to the project site is Lions Park (an approximately 4-acre park with recreational amenities such as playground and basketball court), located approximately 0.40 mile southeast of the project site. However, given its current entirely agricultural use (with no residential use), the project site does not generate any demand for parkland.

Libraries
City of Visalia
The Visalia Branch Library of the Tulare County Public Library system is located at 200 W Oak Avenue in central Visalia. Based on available information, the Tulare County Library system includes 17 library branches, five book machines, and an online website.23 Project Site
The Visalia Branch Library is located approximately 4.5 miles southeast of the project site. However, given its current entirely agricultural use (with no residential use), the project site does not generate any associated library service needs.

3.13.3 - Regulatory Framework
State
California Fire Code and California Building Code
The International Fire Code and the International Building Code, established by the International Code Council (ICC) and amended by the State of California, prescribe performance characteristics and materials to be used with the goal of achieving acceptable levels of fire protection. Standard fire safety requirements necessary to demonstrate compliance with the California Fire Code include the installation of fire sprinklers in all high-rise buildings; the establishment of fire resistance standards for fire doors building materials, and particular types of construction; and the clearance of debris and vegetation within a prescribed distance from occupied structures within wildfire hazard areas.

The California Fire Code also regulates fire department access, fire protection systems and devices, fire and explosion hazards safety, hazardous materials storage and use, and standards for building inspection.

California Health and Safety Code
California Health and Safety Code, Sections 13100–13135, establish the following policies related to fire protection that are relevant to this analysis:

Section 13100.1 The functions of the office of the State Fire Marshall, including the California Department of Forestry and Fire Protection (CAL FIRE), shall be to foster,

23 Tulare County Library. 2021. Visalia Branch Library. Website: https://www.tularecountylibrary.org/locations-visalia. Accessed December 13, 2022.

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promote, and develop strategies to protect life and property against fire and panic.

Section 13104.6 The Fire Marshall has the authority to require fire hazards to be removed in accordance with the law relating to removal or public nuisances on tax- deeded property.

California Senate Bill 50
California Senate Bill (SB) 50 (funded by Proposition 1A, approved in 1998) limits the power of cities and counties to require mitigation of school facilities impacts as a condition of approving new development, and provides instead for a standardized developer fee. SB 50 generally provides for a 50/50 State and local school facilities funding match. SB 50 also provides for three levels of statutory impact fees. The application level depends on whether State funding is available, whether the school district is eligible for State funding, and whether the school district meets certain additional criteria involving bonding capacity, year-round school, and the percentage of moveable classrooms in use.

SB 50 added the following language to Government Code Section 65996, set forth in relevant part:
. . . (b) The provisions of this chapter are hereby deemed to provide full and complete school facilities mitigation and, notwithstanding Section 65858, or Division 13 (commencing with Section 21000) of the Public Resources Code, or any other provision of state or local law, a state or local agency may not deny or refuse to approve a legislative or adjudicative act, or both, involving, but not limited to, the planning, use, or development of real property or any change in governmental organization or reorganization, as defined in Section 56021 or 56073, on the basis that school facilities are inadequate.
(c) For purposes of this section, "school facilities” means any school-related consideration relating to a school district’s ability to accommodate enrollment. (d) Nothing in this chapter shall be interpreted to limit or prohibit the ability of a local agency to utilize other methods to provide school facilities if these methods are not levied or imposed in connection with, or made a condition of, a legislative or adjudicative act, or both, involving, but not limited to, the planning, use, or development of real property or a change in governmental organization or reorganization, as defined in Section 56021 or 56073. Nothing in this chapter shall be interpreted to limit or prohibit the assessment or reassessment of property in conjunction with ad valorum taxes, or the placement of a parcel on the secured roll in conjunction with qualified special taxes as that term is used in Section 50079.

California Government Code, Section 65995(b) and Education Code, Section 17620 SB 50 amended Section 65995 of the California Government Code, which contains limitations on Section 17620 of the Education Code, the statute that authorizes school districts to assess development fees within school district boundaries. Section 65995(b)(3) of the Government Code requires the maximum square footage assessment for development to be increased every 2 years, City of Visalia—Shirk and Riggin Industrial Project
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according to inflation adjustments. In 2022, the State approved increasing the allowable amount of statutory school facilities fees (Level I School Fees) to $4.79 per square foot of assessable space for residential development of 500 square feet or more, and to $0.78 per square foot of chargeable covered and enclosed space for commercial/industrial development.24 School districts may levy higher fees if they apply to the State and meet certain conditions as set forth in the applicable laws and regulations.

Local
Resolution 2022-30
Development impact fees apply to industrial development in the City. Public safety impact fees are $2,279.00 per gross acre for fire protection facilities and $304 per gross acre for police facilities. The school facility fee for new industrial construction is $0.78 per square foot. Park fees and library fees apply to residential development only and do not apply to industrial development. 25 City of Visalia Fire Department Plan Check and Hydrant Ordinance Visalia’s requirements for new construction include provisions for the VFD to review building and site plans prior to the issuance of any building permit. The VFD ensures that proposed projects will be adequately served by water (for purposes of fire flow) and will be accessible to emergency vehicles and have adequate emergency evacuation access generally. The VFD also enforces the City’s Hydrant Ordinance, which states that applicants are responsible for the installation of water mains and hydrants, and determines the minimum spacing for fire hydrants. Street dimensions are scrutinized to ensure that space will be preserved for ladder trucks to be stabilized, and for emergency vehicles to turn around.

Master Mutual Aid Plan
The City actively participates in the California Master Mutual Aid Plan. Formal mutual aid agreements have been written between the City and surrounding jurisdictions, including the Tulare County Fire Department. A broad automatic aid agreement encompassing 59 square miles surrounding Visalia exists between Tulare County and the City.26 Multi-Jurisdictional Local Hazards Mitigation Plan
The City is one of 11 member jurisdictions of a Multi-Jurisdictional Local Hazards Mitigation Plan (MJ-LHMP) led by the Tulare County Office of Emergency Services. The MJ-LHMP is a formal document designed to significantly reduce loss of life and injuries resulting from a disaster; minimize damage to structures and property, as well as disruption of essential services and activities; protect the environment; and promote hazard mitigation as an integrated public policy.27 The most recent

24 California Office of Public School Construction. 2022. Annual Adjustment to SFP Grants and Developer Fee History. Website:
https://www.dgs.ca.gov/OPSC/Resources/Page-Content/Office-of-Public-School-Construction-Resources-List-Folder/Annual- Adjustment-to-SFP-Grants-and-Developer-Fee-History. Accessed December 13, 2022. 25 City of Visalia. 2022. Development Fee Schedule, Effective August 20, 2022. Website:
https://www.visalia.city/civicax/filebank/blobdload.aspx?BlobID=5702. Accessed December 14, 2022. 26 California Office of Public School Construction. 2022. Annual Adjustment to SFP Grants and Developer Fee History. Website:
https://www.dgs.ca.gov/OPSC/Resources/Page-Content/Office-of-Public-School-Construction-Resources-List-Folder/Annual- Adjustment-to-SFP-Grants-and-Developer-Fee-History. Accessed December 13, 2022. 27 City of Visalia. 2022. Hazard Mitigation Plan. Website:
https://www.visalia.city/depts/fire/preparedness/hazard_mitigation_plan.asp. Accessed December 13, 2022.

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version of the MJ-LHP as of this writing was updated in March 2018; updates to the plan are carried out every 5 years.28
Visalia Emergency Operations Plan
The California Emergency Services Act (Government Code §§ 8550-8668) requires each city to prepare and maintain an Emergency Plan for natural, manmade, or war-caused emergencies that result in conditions of disaster or extreme peril to life. The Visalia Emergency Operations Plan (EOP) was updated and adopted in 2011 pursuant to this Act. The EOP includes planning and response scenarios for seismic hazards, extreme weather conditions, landslides, dam failure and other flooding, wildland fires, hazardous materials incidents, transportation emergencies, civil disturbance, and terrorist attacks. It is meant to work in conjunction with the Tulare County EOP and the State EOP. The Emergency Council of the Tulare County Operational Area meets for regional coordination purposes at least four times per year. In addition, the VFD has specific procedures for hazardous materials emergency response.29
City of Visalia
General Plan
The City of Visalia General Plan sets forth the following goals, objectives, policies, and actions that are relevant to public services for purposes of this analysis:

Parks, Schools, Community Facilities, and Utilities Element PSCU-P-2 Strive to achieve and maintain a citywide standard of at least five acres of neighborhood and community parks per 1,000 residents. Credits for pocket parks can be granted under the Park Acquisition and Development Fee Program, subject to the design review criteria of Policy PSCU-P-8. These credits may be on a less than 1:1 basis.

PSCU-P-9 Continue to implement a Park Acquisition and Development Fee Program updated to be consistent with this General Plan, including the following:
• Land and fees received shall support a standard of five acres of neighborhood and community parks per 1,000 residents and provide park and recreation facilities serving the neighborhood quadrant in which the contributing development occurs;
• A portion of the fees collected are to be used for community-wide recreation facilities;
• Dedicated park land meeting specified criteria for community parks, neighborhood parks and pocket parks may be provided at the City’s discretion, in lieu of fees, or earn fee credits (the City will not accept undevelopable, unusable land); and

28 Tulare County is in the process of updating the MJ-LHMP. This analysis relies on the most recently adopted 2018 MJ-LHMP as of the NOP issuance date of August 2022.
29 City of Visalia. 2014. Visalia General Plan, Safety and Noise Element. October.

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• Fee credits may also be given for storm drainage basins designed and built for dual recreational use, but these credits may be on a less than 1:1 basis depending on the amenities and facilities provided and their availability throughout the year.

Storm drainage basins can be under water and not available for public use three to four months a year; they also are difficult to maintain, and turf is usually in poor condition compared to turf on year-round playing fields. For these reasons, full fee credit will not be granted.

PSCU-P-10 Adopt and implement parkland dedication requirements for all subdivisions, consistent with the Quimby Act and Policy PSCU-P-2. This requirement will be integrated with the City’s Park Acquisition Development Fee Program.

Safety and Noise Element
S-P-27 Implement a fuel modification program, which also includes residential maintenance requirements and enforcement, plan submittal and approval process, guidelines for planting, and a listing of undesirable plant species. Require builders and developers to submit their plans, complete with proposed fuel modification zones, to the Fire Department for review and approval prior to beginning construction.

S-P-29 Ensure availability of adequate water supplies to meet public health and safety needs, and for resource protection, by maintaining the following order of priority for water use:
• Potable water supply, fire protection, and domestic use • Resource protection and preservation
• Industrial, irrigation and commercial uses
• Water-oriented or water-enhanced recreation
• Air conditioning

S-P-30 Integrate the Tulare County Hazard Mitigation Plan, in particular the hazard analysis and mitigation strategy sections, into the development review process, the emergency operations plan, and capital improvement program, as appropriate.

S-P-32 Continue to make available fire alarm systems, as referred to in this Element, to be tied directly and automatically to the Visalia City Fire Chief’s alarm-receiving center.

S-P-38 Continue to rely on the Tulare County Office of Emergency Services to maintain inventories of available resources to be used during disasters.

S-P-39 Continue to upgrade preparedness strategies and techniques in all departments so as to be prepared when disaster, either natural or man-made, occurs.

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Municipal Code
Municipal Code Title 8 Health and Safety adopts the California Fire Code and establishes requirements for automatic fire extinguishing systems consistent with the CBC and California Fire Code.

3.13.4 - Methodology
This analysis identifies potential impacts to fire protection, police protection, schools, libraries, parks, and recreational facilities based on development anticipated from the proposed project. This analysis is based, in part, on review of relevant materials, plans, and other documentation including the General Plan and Municipal Code, information provided on the City’s website, and consultation with VPD and VFD. Impacts to public services, parks, and recreational facilities were assessed using the City’s significance criteria as well as relevant State and local plans, regulations, and ordinances.

3.13.5 - Thresholds of Significance
The City, as lead agency, has elected in its discretion to utilize Appendix G of the CEQA Guidelines as thresholds of significance for the proposed project. According to CEQA Guidelines Appendix G Environmental Checklist, to determine whether impacts to public services resulting from implementation of the proposed project would be significant. Specifically, it would be a significant impact if the proposed project would:

Result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for any of the public services:
a) Fire protection?
b) Police protection?
c) Schools?
d) Parks?
e) Other public facilities?

3.13.6 - Project Impacts and Mitigation Measures
This section discusses potential impacts associated with the construction and operation of the proposed project and provides feasible mitigation measures if and to the extent required.

Need for New or Altered Fire Protection Facilities
Impact PUB-1: Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for fire protection and emergency medical services?
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Impact Analysis
Construction
Upon annexation, the project site would be within the VFD service area. Therefore, the VFD would provide fire protection to the proposed project. Fire Station 55 is the nearest VFD station, located approximately 0.39 mile south of the project site at 6921 West Ferguson Avenue. The next closest station is Fire Station 53, located 3.27 miles southeast of the project site at 5025 West Walnut Avenue.

During construction, it is anticipated there would be a nominal increase in demand for fire protection and emergency medical services, primarily related to typical risks associated with fire and construction safety issues. During the construction phase, heavy construction equipment and passenger vehicles driving on vegetated areas before clearing and grading could increase the danger of fire. Temporary electrical power lines, the storage and use of combustible materials, and heated mufflers could ignite surrounding vegetation and increase fire risk. If a fire were to occur, it is anticipated that personnel and equipment from VFD would have sufficient capacity to respond to a fire at the project site. Therefore, impacts to fire protection services resulting from project construction activities would be less than significant.

Based on this analysis, project construction would not create the need for new or altered fire protection facilities to maintain acceptable service ratios, response times, or other performance objectives for fire protection. Therefore, construction impacts related to fire protection and emergency medical services would be less than significant.

Operation
The proposed project would be required to comply with applicable provisions of the California Building Standards Code (CBC), which is adopted by Municipal Code Chapter 15.08 California Building Code, and the California Fire Code, which is adopted by Municipal Code Chapter 8.20 California Fire Code. In compliance with applicable provisions of the California Fire Code, included as Title 24 Part 9 of the CBC, during construction the proposed project would be required to follow applicable fire safety standards related to provision of sufficient water supply for fire flow, adequate fire apparatus access, and acquisition of building permits. Specifically, CBC Section 105.7.17 requires plans be submitted and a permit issued to install, improve, modify, or remove public or private roadways, driveways, and bridges for which VFD access is required by the Fire Code; adherence to this requirement would ensure adequate driveway/entry turning radius, height clearance, and fire hydrant access for fire trucks and engines at the project site during construction. In addition, CBC Section 105.7.18 requires plans be submitted to the Fire Code official for all land developments or for the construction, alteration, or renovation of a building within the jurisdiction where a building permit is required; adherence to this requirement would ensure that construction of the proposed project would not obstruct the VFD from delivering adequate levels of fire protection services and otherwise help to ensure that all applicable standards and requirements are satisfied. Furthermore, Municipal Code Section 16.36.120 establishes specific requirements for fire hydrants, water mains, and fire department access to ensure adequate fire protection services to the project site, and Chapter 8.16 establishes requirements for automatic fire-extinguishing systems consistent with the CBC and California Fire Code.

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Operation of the proposed project including new flex industrial, light industrial, and compatible commercial uses such as self-storage/RV parking, a convenience store, a car wash, and two drive- through restaurants on the project site would result in new employees, patrons and visitors, which would result in an increase in calls for fire protection and emergency medical services and thus an increase in demand in this regard. Additionally, in general, industrial occupancy and associated hazardous use (if any) may also increase calls for service or require special equipment. The VFD and County provide some oversight of hazardous materials. However, given the nature of the proposed project, the only types of hazardous materials used that would be used are anticipated to be lubricants, hydraulic oils, and other substances (as discussed further in Section 3.9, Hazards and Hazardous Materials), and thus would not result in any substantial increase in demand for fire protection and/or emergency medical services beyond the typical demand that would be expected to occur with this type of industrial and other compatible commercial uses. As part of operation, the proposed project would be required to comply with applicable provisions of the Visalia Municipal Code, the CBC, and the California Fire Code as discussed above. Specifically, the proposed project would be required to follow standards for fire safety such as fire flow requirements for buildings, fire hydrant location and distribution criteria, automated sprinkler systems, and fire-resistant building materials, as well as provision for adequate emergency vehicle access.

As noted above, the VFD strives to achieve the NFPA response time standard, aiming to respond to 95 percent of calls within 5 minutes.30 Currently, the VFD has an average response time of 5 minutes 37 seconds for medical calls and 6 minutes and 1 second for fire calls.31 According to the General Plan, areas of southwest Visalia and smaller areas in the northwest and northeast located more than

0.5 mile of the VFD stations cannot reasonably be served within the VFD’s target response time.

The proposed project, which would result in indirect population growth (i.e., employees and their families, patrons, and other visitors) would generate an increase in demand for fire protection and emergency response services. However, such indirect population growth, which occurs as a result of new employment opportunities consistent with the City’s land use vision as set forth in the General Plan, is considered planned growth, as discussed in detail in Section 4.2.2, Population and Housing.

Moreover, the nature of the proposed project’s uses would not result in atypical service demand needs with respect to fire protection and/or emergency medical services.

Furthermore, to the extent calls for VFD service provision occur due to the proposed project, because Fire Station 55 is the nearest VFD station, located 0.39 miles south of the project site, the proposed project could be reached within 2 minutes and therefore would not be expected to significant impair or otherwise substantially affect response times or other VFD performance objectives. As discussed further in Section 3.9, Hazards and Hazardous Materials, Riggin Avenue, Shirk Street, and Kelsey Street are public City streets that run east–west and north–south, respectively, along the project frontages, facilitating emergency vehicle access to the project site during project operation.

30 City of Visalia. 2014. Visalia General Plan Safety and Noise Element. October. 31 Visalia Fire Department (VFD). 2019 Information Sheet. Website:
https://www.visalia.city/civicax/filebank/blobdload.aspx?BlobID=37488. Accessed September 9, 2022.

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Based on the foregoing, it is not anticipated that any new or altered fire protection facilities would be triggered to accommodate the demand generated by the proposed project to maintain acceptable service ratios, response times or other performance objectives for fire protection.

Finally, each individual specific development proposed for the project would be required to pay the required applicable plan review and development impact fees toward fire protection facilities and equipment in accordance with the applicable Development Fee Schedule, which would reflect its pro rata fair share contribution to help ensure that the VFD can meet any increased demand for services associated with the proposed project (and other planned growth) and adequate levels of service.32 Therefore, operational impacts related to a need for new or altered fire protection facilities would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance
Less than significant impact.

Need for New or Altered Police Protection Facilities
Impact PUB-2: Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for police protection? Impact Analysis
Construction
Once the project site is annexed into the City, the VPD would provide law enforcement services. VPD headquarters is approximately 4.31 miles southwest of the project site; however, response is not likely to originate from the station but rather from officers who are routinely patrolling the area.

During construction, it is anticipated there would be a nominal increase in demand for police protection. However, the proposed project would implement appropriate, standard security measures, such as provision of adequate lighting and a project boundary fence around the subject construction area to prohibit access by unauthorized persons to the site. With the provision of such security measures, project construction would not create the need for new or altered police protection facilities, and therefore impacts in this regard would be less than significant.

Operation
Project operation would result in an increase in calls for police protection services on the project site. Primary access to the project site during operation would be from Riggin Avenue, Shirk Street, and Kelsey Street. Responses to calls for service would likely be from patrolling officers. In addition to calls for service related to the number of new employees, patrons and visitors occupying the

32 City of Visalia. 2022. Development Fee Schedule, Effective August 20, 2022. Website:
https://www.visalia.city/civicax/filebank/blobdload.aspx?BlobID=5702. Accessed December 14, 2022.

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project site, a significant increase in vehicle traffic, both personal vehicles and delivery trucks, is expected. This would likely create need for an increase of personnel involved in traffic enforcement, including commercial vehicle regulations.

As discussed in the General Plan, it is anticipated that the VPD’s area of responsibility would increase over time through the annexation of properties (including, among others, the project site) and contemplated development consistent with the General Plan land use vision, and thus the need may arise to construct new or expand police facilities to accommodate additional staffing (sworn and professional staff) in order to maintain and improve any applicable response standards and quality of services currently provided by the VPD to serve its area of responsibility over time.

The industrial uses and compatible commercial uses that would occur over time through implementation of the proposed project are part of the anticipated growth contemplated by the City in its General Plan, as indicated by the project site’s current Industrial and Light Industrial General Plan land use designations. Indirect population growth that occurs as a result of new employment opportunities (such as those that would occur pursuant to the proposed project) is considered planned growth, as discussed in detail in Section 4.2.2, Population and Housing. The General Plan projects for the City’s population to grow from 125,000 people in 2014 to 210,000 people by 2030 and outlines plans for the VPD to expand to meet these growing needs associated with General Plan buildout over that time period within growth areas. The General Plan estimates that a total of 360 officers would be needed to fully staff and serve the City’s anticipated population by 2030.33 The City currently has 250 employees with the VPD according to the VPD’s 2020 annual report.34 It is notable that the City’s actual population growth has been slower than previously anticipated in the General Plan. According to the United States Census Bureau, the City had a population of 142,384 in 2020.35 The VPD does not identify specific service standards in terms of officers per thousand residents or incident response time. Police response time was less than 20 minutes for 71 percent of all calls in 2022; the average response time for Priority 1 calls was 7 minutes and 4 seconds.

While the proposed project would result in an increased demand for police protection, the nature of the proposed project’s uses would not result in atypical service demand needs in this regard and is not anticipated to trigger a need to construct new or expand existing police protection facilities to accommodate this relatively minor increase in demand.

Moreover, each project applicant in connection with its individual specific development proposal for the proposed project would be required to pay the required applicable plan review and public safety development impact fees toward police facilities in accordance with the applicable Development Fee Schedule, which would reflect its pro rata fair share contribution to help ensure that the VPD can meet any increased demand for services associated with the proposed project (and other planned

33 City of Visalia. 2014. Visalia General Plan Draft Environmental Impact Report (DEIR), Public Service, Facilities, and Utilities. October. 34 Visalia Police Department (VPD). 2020. Visalia Police Department Annual Report. Accessed September 14, 2022. 35 United States Census Bureau. 2023. Visalia Quick Facts. Website: https://www.census.gov/quickfacts/visaliacitycalifornia. Accessed March 28, 2023.

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growth) and maintain adequate levels of service.36 For the foregoing reasons, impacts would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance
Less than significant impact.

Need for New or Altered Schools
Impact PUB-3: Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for schools? Impact Analysis
Construction
Impacts related to provision of or need for construction of new or expanded school facilities are limited to operational impacts. No construction impacts would occur.

Operation
Upon annexation to the City, the project site would be located in the service areas for Denton Elementary School, Ridgeview Middle School, and Redwood High School of the VUSD.

As described in Section 4, Effects Found not to be Significant, the proposed project would result in some amount of indirect population growth due to the creation of employment opportunities during operation. Because there are no residential units proposed, the proposed project would not result in direct population growth and would not directly increase enrollment numbers in the VUSD. The proposed project is anticipated to generate a total of approximately 4,100 new employees at full buildout. Once operational, given the nature of the proposed project, the project site would likely be staffed by employees local to the City and nearby areas. Nonetheless, it is reasonable to assume that some number of employees could potentially transfer into the area as a result of the proposed project, resulting in a certain degree of indirect population growth.

36 City of Visalia. 2022. Development Fee Schedule, Effective August 20, 2022. Website:
https://www.visalia.city/civicax/filebank/blobdload.aspx?BlobID=5702. Accessed December 14, 2022.

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could be readily absorbed by the local housing inventory and/or the pending and approved residential projects in the City and the surrounding area. Because the proposed project would not result in substantial unplanned increase in population growth, and further because any such growth would be nominal at most, the proposed project would not increase school enrollment in such a way to trigger the need to construct new or expanded existing school facilities. Moreover, each individual specific development proposal for the proposed project would be required to pay school facility fees in accordance with the applicable Development Fee Schedule, which would reflect its pro rata fair share contribution to help ensure that local schools can meet any increased demand associated with the proposed project (and other planned growth) and maintain adequate levels of service. Pursuant to Government Code Section 65995, payment of adopted development fees is considered “full and complete mitigation” for impacts to school facilities, and local governments are prohibited from assessing additional fees or exactions for school impacts.

For the foregoing reasons, impacts in this regard would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance
Less than significant impact.

Need for New or Altered Parks and Other Recreational Facilities Impact PUB-4: Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental park facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for parks or other recreational facilities?
Impact Analysis
Construction
Impacts related to provision of and need for construction of new or expanded park facilities are limited to operational impacts. No construction impacts would occur.

Operation
The General Plan establishes the parkland standard of five acres per 1,000 residents.

The City recently approved the East Side Regional Park and Groundwater Recharge Project, which will provide approximately 139 acres of active recreational amenities and 130 acres of passive amenities in the eastern portion of the City. That project would contribute to the City’s park ratio goal. The proposed project would pay into the CIP to fund the East Side Regional Park and Groundwater Recharge Project and other future park projects to offset impacts to park and recreation facilities. As stated above, the Draft EIR for this project was certified by the City Council on November 20, 2023.

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The industrial and compatible commercial uses that would occur over time through implementation of the proposed project are part of the anticipated growth contemplated by the City in its General Plan, as indicated by the project site’s current Industrial and Light Industrial General Plan land use designations. Indirect population growth that occurs as a result of new employment opportunities (such as those that would occur pursuant to the proposed project) is considered planned growth. As noted above, the proposed project is anticipated to generate a total of approximately 4,100 new employees at full buildout and would likely be staffed primarily by local employees once operational.

The closest park to the project site is Lions Park, located approximately 0.40 mile southeast of the project site; this is a neighborhood park that contains amenities such as a playground and basketball court. While it is reasonable to assume that some employees would utilize park facilities during their workday to a certain degree, this use would be limited given the nature of the industrial and related commercial uses and the location of the project site. Project employees and their families would utilize the City’s park and recreational amenities, but the limited amount of demand generated by the proposed project would not trigger the need to construct new or expand existing park facilities.

Based on the foregoing reasons, operational impacts related to need for new or altered park and recreational facilities would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance
Less than significant impact.

Need for New or Altered Other Public Facilities
Impact PUB-5: Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental library facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for other public facilities, such as libraries?
Impact Analysis
Construction
Impacts related to provision of and need for construction of new or expanded library facilities are limited to operational impacts. No construction impacts would occur.

Operation
The Visalia Branch Library in downtown Visalia serves the project area.

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As noted above, the proposed project is anticipated to generate a total of approximately 4,100 new employees at full buildout and would likely be staffed primarily by local employees once operational.

While it is reasonable to assume that some employees would utilize library facilities during their workday to a certain degree, this use would be limited given the nature of the industrial and related commercial uses and the location of the project site. Project employees and their families would use the library and its services, but the limited amount of demand generated by the proposed project would not trigger the need to construct new or expand existing library facilities.

Based on the foregoing reasons, operational impacts related to need for library facilities would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance
Less than significant impact.

3.13.7 - Cumulative Impacts
The geographic scope of the cumulative public service analysis is the service area of each of the public service providers serving the proposed project. Because of differences in the nature of the public service topical areas, they are discussed separately.

Cumulative projects (which consist of past, present and reasonably foreseeable future developments, including those listed in Table 3-1) in conjunction with the proposed project, would result in single- and multi-family residential, warehouse and distribution, commercial, and mixed-use development. All cumulative developments are within City jurisdiction or its UDB, within areas designated and zoned for urban development. While most planned future cumulative projects consist of warehouse and distribution development (and thus relate in only indirect population growth), the planned future residential projects would directly increase population within the City.

Need for New or Altered Fire Protection Facilities
The geographic scope of the cumulative fire protection and emergency medical services analysis is the VFD’s service area, which encompasses 37.49 square miles and 136,246 people.37 An increase in population due to the relevant cumulative projects would result in an increased demand for fire protection and emergency medical services, which could trigger the need to construct new or expand existing fire protection facilities.

The General Plan projects a population growth of 85,000 new residents by 2030. To help offset this increased demand, the proposed project and other relevant cumulative projects would be required to pay all applicable plan review and development impact fees to the VFD. All cumulative developments would also be required to adhere applicable provisions of the California Fire Code, Part 9 of the CBC, in terms of meeting standards for fire safety such as fire flow requirements for

37 Visalia Fire Department (VFD). 2019. Information Sheet. Website:
https://www.visalia.city/civicax/filebank/blobdload.aspx?BlobID=37488. Accessed December 9, 2022.

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buildings, fire hydrant location and distribution criteria, automated sprinkler systems, fire-resistant building materials, adequate access for emergency vehicles, and adequate emergency evacuation access. In addition, typical safety and security measures would be incorporated into the design and operation of cumulative developments. With adherence to applicable requirements and standards set forth in the CBC and otherwise incorporating typical safety and security measures, this would help to reduce cumulative impacts to fire protection and emergency response services.

Moreover, as part of the related environmental review process that may be necessary as part of the future development of such facilities, payment of applicable plan review and development impact fees would be anticipated to help fund any required expansion of fire protection and emergency medical services. To the extent construction of any new or expanded fire protection and emergency response facilities would be triggered by this increased demand, any impacts would be considered mitigated, to the extent feasible. Based on the foregoing, cumulative impacts with respect to new or altered fire protection facilities would be less than significant.

While the proposed project would generate an increased demand for fire protection and emergency response services, it would be typical for the type of uses proposed (i.e., industrial and compatible commercial); it would be required to adhere applicable provisions of the California Fire Code, Part 9 of the CBC, in terms of meeting standards for fire safety such as fire flow requirements for buildings, fire hydrant location and distribution criteria, automated sprinkler systems, fire-resistant building materials, adequate access for emergency vehicles, and adequate emergency evacuation access. The project would incorporate typical safety and security measures into its design and operation, and it would pay all applicable plan review and development impact fees to ensure its pro rata fair share contribution to support fire protection and emergency medical services.

Based on the foregoing, the proposed project would not have a cumulatively considerable contribution to the already less than significant cumulative impact related to fire protection and emergency medical services.

Need for New or Altered Police Protection Facilities
The geographic scope of the cumulative police protection analysis is the service area of the VPD, consists of the Visalia city limits. An increase in population as a result of the relevant cumulative projects would result in an increased demand for police protection services, which could trigger the need to construct new or expand existing police protection facilities.

Because demand for law enforcement services varies substantially by project (type of services offered, clientele, hours of operation, crime prevention measures, etc.), it is unlikely that there would be substantial overlap in demand that would result in a cumulatively significant impact such that new or expanded police protection facilities are necessary beyond the City’s existing capacity and regular review of service levels for future developments.

To help offset this increased demand, the proposed project and other relevant cumulative projects would be required to pay all applicable plan review and development impact fees to the VPD. In addition, typical safety and security measures would be incorporated into the design and operation of cumulative developments. With adherence to applicable requirements and standards and otherwise incorporating typical safety and security measures, this would help to reduce the need for City of Visalia—Shirk and Riggin Industrial Project
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police protection. Moreover, payment of applicable plan review and development impact fees would be anticipated to help fund any required expansion of police protection. To the extent construction of any new or expanded police protection facilities would be triggered by this increased demand, impacts would be considered mitigated, to the extent feasible, as part of the related environmental review process that may be necessary as part of the future development of such facilities. Based on the foregoing, cumulative impacts with respect to new or altered police protection facilities would be less than significant.

While the proposed project would generate an increased demand for police protection, it would be typical for the types of uses proposed (i.e., industrial and compatible commercial) and would not be cumulatively considerable because: it would be required to adhere applicable standards set forth in Municipal Code Chapter 8 Health and Safety, and it would incorporate typical safety and security measures into its design and operation. Based on the foregoing, the proposed project would not have a cumulatively considerable contribution to the already less than significant cumulative impact related to police protection.

Need for New or Altered School Facilities
The geographic scope of the cumulative school facilities analysis is the service area of the VUSD, where over 32,000 students are enrolled. An increase in population as a result of the relevant cumulative projects would result in an increased student demand, which could trigger the need to construct new or expand existing school facilities.

The relevant cumulative developments include residential projects that would directly generate student demand. In addition, there may be some nominal student demand indirectly generated by the nonresidential cumulative developments, including the proposed project (i.e., employees transferring into the area). None of the relevant cumulative developments propose the construction of new educational facilities. To help offset this increased demand, the proposed project and other relevant cumulative projects would be required to pay all applicable plan review and development impact fees to the VUSD, which would be anticipated to help fund any required expansion of school facilities. To the extent construction of any new or expanded school facilities would be triggered by this increased demand, impacts would be considered mitigated, to the extent feasible, as part of the related environmental review process that may be necessary as part of the future development of such facilities. Based on the foregoing, cumulative impacts with respect to new or altered school facilities would be less than significant.

Since the proposed project does not involve any residential uses, it would not directly generate an increased demand for school facilities. To the extent some number of employees may transfer to the area, this type of indirect student demand generation would be expected to be nominal at most.

However, as noted above, payment of applicable development impact fees pursuant to State law would ensure its pro rata fair share contribution to support school facilities.

Based on the foregoing, the proposed project would not have a cumulatively considerable contribution to the already less than significant cumulative impact related to school facilities.

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Need for New or Altered Park and Recreational Facilities The geographic scope of the cumulative park facilities analysis is the city limit. An increase in population the cumulative projects would result in an increased demand for park facilities. To help offset this increase, residential cumulative projects would be required to provide parkland or pay applicable development fees. With payment of applicable park impact fees and/or otherwise satisfying park dedication obligations by cumulative residential projects, there would be a less than significant cumulative impact related to additional increased use and physical deterioration of existing parks and recreational facilities.

Because the proposed project would not include the development of any residences, and therefore, would not increase the population in the area, the proposed project would not contribute to cumulative impacts associated with parks.

Need for New or Altered Library Facilities
The geographic scope of the cumulative libraries analysis is the City. An increase in population as a result of the relevant cumulative projects would result in an increased demand for library services, which could trigger the need to construct new or expand existing library facilities.

The relevant cumulative developments include residential projects that would directly generate demand for library services as well as nonresidential projects that could also indirectly generate demand as well (albeit minor in nature). To the extent construction of any new or expanded library facilities would be triggered by increased demand of new residential development, the related environmental review process and payment of fees would mitigate impacts to the library, to the extent feasible. Based on the foregoing, cumulative impacts with respect to new or altered library facilities would be less than significant.

Since the proposed project does not involve any residential uses, it would not directly generate an increased demand for library facilities. While some employees may periodically use the Visalia Branch Library, given the nature of the proposed uses and the location of the project site, any such increased demand would be nominal.

Based on the foregoing, the proposed project would not have a cumulatively considerable contribution to the already less than significant cumulative impacts associated with library facilities.

Mitigation Measures
No mitigation measures are required.

Level of Cumulative Significance
Less than significant impact.

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3.14 - Transportation

3.14.1 - Introduction
This section describes existing conditions related to transportation on the project site and in the project area as well as the relevant regulatory framework. This section also evaluates the potential impacts related to transportation that could result from implementation of the proposed project.

Information in this section is based, in part, on the project-specific Transportation Impact Analysis (TIA) and the project-specific Vehicle Miles Traveled (VMT) Analysis, included as Appendix I. One public comment was received during the Environmental Impact Report (EIR) scoping period related to transportation:
• San Joaquin Valley Air Pollution Control District, September 28, 2022–Construction and operational emissions may exceed significance thresholds, requiring mitigation measures to reduce VMT.

3.14.2 - Existing Conditions
Roadway Facilities
State
State Route 99
State Route (SR) 99 is a six-lane, north–south divided highway. SR-99 intersects SR-198 approximately 1 mile from the study area. The posted speed limit within the study area is 70 miles per hour (mph).

State Route 198
SR-198 is a four-lane, east–west divided highway connecting to U.S. Highway 101 (US-101) in the west near King City and SR-180 in the east at the Sequoia National Park entrance. SR-198 provides connection for residential, commercial, industrial, and agricultural land uses from the Central Coast to the Central Valley through the counties of Monterey, Fresno, Kings, and Tulare. SR-198 intersects the north–south routes Interstate 5 (I-5) and SR-99. The posted speed limit within the study area is 65 mph.

Local
Arterials
Plaza Drive
Plaza Drive is a classified arterial and a future Class II bike facility running north–south between Avenue 320 and SR-198. Plaza Drive is currently constructed as a four-lane, divided road. The speed limit ranges from 45 to 55 mph. Within the study area, there are limited existing bicycle and pedestrian improvements.

Shirk Street
Shirk Street is a classified arterial and a future Class II bike facility running north–south between Avenue 320 and Avenue 272. The roadway is currently constructed as a two-lane, undivided road.

The speed limit on the segment ranges between 40 to 45 mph. The roadway is classified as a City of Visalia—Shirk and Riggin Industrial Project
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greenway and as a future Class II bike facility. There are limited pedestrian improvements and no existing bicycle features.

Akers Street
Akers Street is a classified arterial and a future Class III bike facility running north–south between Avenue 320 and Avenue 272. The roadway is currently constructed as a four-lane, divided road north of Visalia Parkway. South of West Visalia Parkway, the roadway is currently constructed as a two- lane, undivided road. The speed limit on the segment ranges from 35 to 50 mph. Bike lanes are present between Porter Avenue and Ferguson Avenue. A sidewalk is present along a significant portion of the street but missing adjacent to undeveloped parcels.

Avenue 320
Avenue 320 is a classified arterial roadway running east–west between Road 38 and Road 108. The roadway is currently constructed as a two-lane, undivided road. There is no posted speed limit within the study area, therefore, the speed limit is 55 mph per County Ordinance. There are no existing bicycle features and limited pedestrian improvements.

Riggin Avenue
Riggin Avenue is a classified arterial roadway and future Class II bike facility running east–west between SR-99 and St. Johns Parkway. The roadway is currently constructed as a four-lane, divided road west of Kelsey Street. Between Demaree Street and Mooney Boulevard, the roadway is constructed as a four-lane, divided road. Between Mooney Boulevard and Dinuba Boulevard, the roadway is constructed as a two-lane, undivided road. Between Dinuba Boulevard and St. Johns Parkway, the roadway is constructed as a two-lane, undivided road. West of Linwood Street, there is no posted speed limit within the study area. Between Linwood Street and St. Johns Parkway, the posted speed limit ranges from 45 to 50 mph. There is no posted speed limit within the study area.

There are limited existing bicycle and pedestrian facilities.

Goshen Avenue
Goshen Avenue is a classified arterial roadway and existing Class I bike facility running east–west between SR-99 and Lovers Lane. The roadway is currently constructed as a four-lane, divided road.

The speed limit ranges from 35 to 55 mph. Within the study area, there are limited existing bicycle and pedestrian improvements. A Class I bike lane is present on the north side of Goshen, between SR-99 and South Giddings Street. There are limited pedestrian improvements on the south side of the road.

Collectors
Kelsey Street
Kelsey Street is a classified collector running north–south between Avenue 320 and Hurley Avenue.

The roadway is currently constructed as a two-lane, undivided road. There is a 2,300-foot section that is undeveloped south of Riggin Avenue to just north of Doe Avenue. There is no posted speed limit within the study area. There are no existing bicycle features and limited pedestrian improvements.

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Shannon Parkway-Riverway Avenue
Shannon Parkway-Riverway Avenue is a classified collector roadway running east–west between Akers Street and Demaree Street. The roadway is currently constructed as a two-lane, undivided road between Demaree Street and Mooney Boulevard, and a four-lane, divided road between Mooney Boulevard and Dinuba Boulevard. The segment between Demaree Street and Dinuba Boulevard has a posted speed of 40 mph. Outside of these limits, the speed limit is 55 mph per County Ordinance. There are no existing bicycle features and limited pedestrian improvements.

Study Area
The study area includes the main roadways and intersections around the project site that would be most impacted by the proposed project’s traffic volumes. The study intersections were selected in adherence with the City’s requirement of all site access drives, major intersections within 1 mile, either signalized or unsignalized, and driveways/intersections where traffic movements could be affected by new driveway traffic movements. Based on this coordination with City staff, the intersections shown in Table 3.14-1 were evaluated.

Table 3.14-1: Study Intersections
# Intersection # Intersection
1 North American Street/West Riggin Avenue
(S)
14 North Shirk Street/West Riggin Avenue (U)
2 North Plaza Drive/Avenue 320 (U) 15 North Shirk Street/ West Sunnyview Avenue and West Ferguson Avenue (U)
3 North Plaza Drive/West Riggin Avenue (S) 16 North Shirk Street/West Doe Avenue (U) 4 North Plaza Drive/West Ferguson Ave (S) 17 North Shirk Street/West Goshen Avenue (S) 5 North Plaza Drive/Future Access Road (U) 18 North Shirk Street/West Hurley Avenue (S) 6 North Plaza Drive/West Goshen Avenue (S) 19 North Roeban Street/West Riggin Avenue (U) 7 North Kelsey Street/Riverway Avenue and
Shannon Parkway (U)
20 North Roeban Street/West Ferguson Avenue
(U)
8 North Kelsey Street/West Riggin Avenue (S) 21 North Akers Street/Avenue 320 (U) 9 North Kelsey Street/West Goshen Avenue (S) 22 North Akers Street/Shannon Parkway (U) 10 Future North Clancy Street/Unnamed North
Road (U)
23 North Akers Street/West Riggin Avenue (S)
11 Future North Clancy Street/West Riggin
Avenue (U)
24 North Akers Street/West Ferguson Avenue (S)
12 North Shirk Street/Avenue 320 (U) 25 North Akers Street/West Goshen Avenue (S) 13 North Shirk Street/Shannon Parkway (U) 26 North Shirk Street/Shannon Parkway (U) Notes:
(S)–Signalized Intersection
(U)–Unsignalized Intersection

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Vehicle Level of Service
Although the California Environmental Quality Act (CEQA) now recognizes VMT as the primary analysis methodology for transportation impacts, intersection Level of Service (LOS) and queueing were also analyzed in this section. This analysis will determine the operational effects of nearby intersections as a result of the proposed project, to be installed by the subject development or to have the relevant contribution of a proportionate fair share be made by the subject applicant. This analysis is in accordance with applicable legal requirements related to nexus. The City is continuing to review traffic LOS as the means by which it plans for roadway improvements in support of its General Plan. LOS analysis is still appropriate and necessary to determine consistency with General Plan policies as they relate to LOS and to determine necessary roadway infrastructure improvements and capacity.

Analysis of intersection deficiencies were based on the concept of LOS, which is a qualitative measure used to describe operational conditions. LOS A (best) represents minimal delay, and F (worst) represents heavy delay and a facility that is operating at or near its functional capacity.

Intersection LOS for this study were determined using methods defined in the Highway Capacity Manual, 6th Edition (HCM 6) within the Synchro 11 analysis software. HCM 6 includes procedures for analyzing side street stop controlled (SSSC), all-way stop controlled (AWSC), and signalized intersections. The SSSC procedure defines LOS as a function of average control delay for the worst minor street movement or major street left turn. Conversely, the AWSC and signalized intersection procedures define LOS as a function of average control delay for the intersection as a whole. Table

3.14-2 relates the operational characteristics associated with each LOS category for signalized and unsignalized intersections.

Table 3.14-2: Signalized and Unsignalized Intersection LOS Criteria Level of
Service Description
Signalized
(Average control
delay per vehicle in
seconds/vehicle)
Unsignalized
(Average control
delay per vehicle in
seconds/vehicle)
A Free Flow or Insignificant Delays: Vehicles are completely unimpeded in their ability to maneuver within the traffic stream. Control delay at signalized intersections is
minimal.
<= 10.0 <= 10.0
B Stable Operation or Minimal Delays: The ability to
maneuver within the traffic stream is only slightly
restricted, and control delay at signalized intersections are not significant.
> 10 and < 20.0 >10 and < 15.0
C Stable Operation or Acceptable Delays: The ability to maneuver and change lanes is somewhat restricted, and
average travel speeds may be about 50 percent of the
free flow speed.
>20 and < 35.0 >15 and < 25.0
D Approaching Unstable or Tolerable Delays: Small
increases in flow may cause substantial increases in delay and decreases in travel speed.
>35 and < 55.0 >25 and < 35.0
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Level of
Service Description
Signalized
(Average control
delay per vehicle in
seconds/vehicle)
Unsignalized
(Average control
delay per vehicle in
seconds/vehicle)
E Unstable Operation or Significant Delays: Significant delays may occur and average travel speeds may be 33
percent or less of the free flow speed.
>55 and < 80.0 >35 and < 50.0
F Forced Flow or Excessive Delays: Congestion, high delays, and extensive queueing occur at critical signalized
intersections with urban street flow at extremely low
speeds.
> 80.0 > 50.0
Source: City of Visalia. Visalia General Plan Circulation Element.

Project deficiencies were determined by comparing conditions with the proposed project to those without the proposed project. Project-related deficiencies at study intersections are created when traffic from the proposed project causes the LOS to fall below the maintaining agency’s LOS threshold or causes deficient intersections to deteriorate further based on applicable thresholds.

The LOS threshold for the City’s intersections analysis is LOS D. A project-induced deficiency occurs if the addition of project traffic would cause an intersection operating at LOS A, B, C, or D, to begin to operate at LOS E or F. For intersections already operating at LOS E or F without project traffic, any addition of project traffic resulting in increased delay of 5.0 seconds or more would also result in a project deficiency.

Peak-Hour Turning Movement Volumes
Intersection turning movement volumes for the signalized study area intersections were collected during the typical 7:00 a.m. to 9:00 a.m. and 4:00 p.m. to 6:00 p.m. commuter peak periods. For the unsignalized intersections, volumes were collected for a 14-hour period between 6:00 a.m. and 8:00 p.m. Data was collected at 18 of the study intersections in April and May 2022, when local schools were in session. Forty-eight-hour roadway directional volumes were also collected along Riggin Avenue, Kelsey Street, and Shirk Street, adjacent to the project site, for the development of driveway volumes. Vehicular classification was obtained from the intersection data.

Seven additional intersection turning movement volumes were collected in June 2022, after the summer break had commenced. To normalize this supplemental traffic data collected during the summer, 48-hour roadway counts were recollected at the same three locations along Riggin Avenue, Kelsey Street, and Shirk Street for determination of growth factor to be applied to summer volumes collected. Based on the assessment of roadway volumes collected in May and June, it was determined that the traffic volumes collected during the summer at the collected locations were higher for daily and AM and PM peak-hours. Therefore, a growth factor was not applied to the summer counts collected.

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Queueing
Queues that exceed the turn pocket length can create potentially hazardous conditions by blocking or disrupting through-traffic in adjacent travel lanes. However, these potentially hazardous queues are generally associated with left-turn movements. Locations where the right-turn pocket storage is exceeded are generally not considered hazardous because the right-turn movements generally receive “green indications” at the same time as the adjacent through movement. Therefore, any additional vehicles that spill out of the right-turn pocket will likely not hinder nor disrupt the adjacent through traffic, as would be the case in most left-turn pockets.

The effects of vehicle queueing for all exclusive turn-lanes were analyzed by reporting the 95th percentile queues. The 95th percentile queue length represents a condition where 95 percent of the time during the peak-hour, traffic queues are expected to be less than or equal to the queue length estimated by the analysis. This is referred to as the “95th percentile queue,” which is less than the average queueing. The 95th percentile queue length was determined using HCM 6 methodology via Synchro 11 Software.

Study Area
Unacceptable or extended queueing may be defined as spillover from turn pockets into through lanes and/or spillover into adjacent intersections. The City does not have specific thresholds for identifying a project-related queueing deficiency. The TIA assumed spillover when the estimated 95th percentile queue for a turn pocket exceeds available storage by more than one car length, or 25 feet. If a turn pocket is anticipated to exceed available storage under no-project conditions, the proposed project would be expected to cause constrained access for that movement if it increases the deficient queue by more than 25 feet.

Existing Public Transit Service and Facilities
Visalia Transit provides a local fixed route bus system for City residents and visitors, with multiple bus routes operating within the study area.

Study Area
Bus Routes
Route 6 is a local bus service that operates between the Visalia Transit Center and the Visalia Medical Clinic. On weekdays, the bus route operates from 6:00 a.m. to 9:55 p.m. On weekends, service is available from 8:00 a.m. to 6:55 p.m. Within the study area, the route runs along Akers Street between SR-198 and Goshen Avenue, and along Goshen Avenue east of Akers Street. The nearest bus stop to the study area is located at Visalia Medical Clinic.

Route 7 is a local bus service that operates between the Visalia Medical Center and Target Shannon Ranch. On weekdays, the bus route operates from 6:00 a.m. to 9:48 p.m. On weekends, service is available from 8:00 a.m. to 5:48 p.m. Within the study area, the route runs along Akers Street between SR-198 and Riggin Avenue, and along Riggin Avenue east of Akers Street. Bus stops within the study area are located near the intersections of Akers Street/Goshen Avenue and Akers Street/Riggin Avenue.

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Route 15 is a local bus service that operates between the Visalia Transit Center and Goshen Elementary School. On weekdays, the bus route operates from 6:00 a.m. to 10:20 p.m. On weekends, service is available from 7:30 a.m. to 6:35 p.m. Within the study area, the route runs along Shirk Street between SR-198 and Doe Avenue, Doe Avenue between Kelsey Street and Shirk Street, Goshen Avenue west of Kelsey Street, and Kelsey Street between Doe Avenue and Mineral King Avenue. A bus stop is located within the study near the intersection of Shirk Street/Doe Avenue.

Bus stops are also located near the study area at San Joaquin Valley College and along Mineral King Avenue.

Route 17 is a local bus service that operates between the Visalia Medical Clinic and the intersection Kelsey Street/Hillsdale Court. On weekdays, the bus route operates from 6:00 a.m. to 10:30 p.m. On weekends, service is available from 8:00 a.m. to 6:30 p.m. Within the study area, the route runs along Shirk Street north of SR-198, along Riggin Avenue between Shirk Street and Plaza Drive, and along Plaza Drive south of Goshen Avenue. Bus stops within the study area are located near the Kelsey Street/Riggin Avenue intersection and along Riggin Avenue east of Plaza Drive.

Table 3.14-3 provides a summary of the bus services in the study area.

Table 3.14-3: Existing Transit Service
Route Description
Weekdays Weekends
Operating Hours
Headway
1 (minutes) Operating Hours
Headway
1 (minutes)
6 Transit Center–Medical Clinic 6:00 a.m.–9:55 p.m. 60 8:00 a.m.–6:55 p.m. 60 7 Medical Clinic–Target 6:00 a.m.–9:48 p.m. 60 8:00 a.m.–5:48 p.m. 60 15 Transit Center–Goshen
Elementary School
6:00 a.m.–10:20
p.m.
45 7:30 a.m.–6:35 p.m. 45
17 Medical Clinic–
Kelsey/Hillsdale
6:00 a.m.–10:30
p.m.
30 8:00 a.m.–6:30 p.m. 30
Notes:

Table reflects transit schedule effective September 24, 2020 for Route 6 and Route 7, October 14, 2020 for Route 15, and October 10, 2021 for Route 17.
1 Headways are defined as the time between transit vehicles on the same route. Listed headways are the modes of the headways and rounded to the nearest 5 minutes.

Bicycle Facilities
California Department of Transportation (Caltrans) Highway Design Manual and National Association of City Transportation Officials Urban Bikeway Design Guide define four major types of bicycle facilities:
• Class I: Multiuse Path—These paths provide a completely separate right-of-way and are designated for the exclusive use of bicycles and pedestrians with vehicle cross-flow minimized.

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• Class II: Bicycle Lane—These bicycle lanes provide a restricted right-of-way and are designated for the use of bicycles for one-way travel with a striped lane on a street or highway. These bicycle lanes are generally a minimum of 5 feet wide, and vehicle/pedestrian cross-flow is permitted.
• Class III: Bicycle Route with Sharrows—These bikeways provide right-of-way designated by signs or pavement markings for shared use with motor vehicles. These bikeways include sharrows or “shared-lane markings” to highlight the presence of bicyclists. • Class IV: Buffered Bicycle Lanes—These bicycle lanes consist of a physically separate lane for increased comfort and protection of bicyclists. These bicycle lanes can be physically separated by a barrier, such as planters or on-street parking, grade-separated from the roadway, or a painted buffer area. These can also be called cycle-tracks and can allow for one-way or two- way bicycle travel.

Project Site
Within the study area, there are limited existing bicycle improvements. New bike lanes are proposed along Riggin Avenue as part of the Riggin Avenue Widening and Improvements Capital Improvement Plan (CIP). The proposed project would construct Class II bike lanes adjacent to the project site along Kelsey Street, Clancy Street, and the west side of Shirk Street.

Pedestrian and Bike Facilities
Project Site
Within the study area, there are limited existing pedestrian improvements. Pedestrian access would be provided via new sidewalk constructed adjacent to the project site along the north side of Riggin Avenue, east side of Kelsey Street, both sides of Clancy Street, and west side of Shirk Street.

Pedestrian ramps and signalized crossings would be provided at the intersections of Kelsey Street and Riggin Avenue, Clancy Street and Riggin Avenue, and Shirk Street and Riggin Avenue. The proposed project would dedicate a 25-foot setback (measured from top toe of the bank) along Modoc Ditch to meet storm drain and flood control requirements. This setback would provide space for the planned Class I bikeway along the Modoc Ditch.

Emergency Access and Routes
Study Area
The Tulare County Preparedness Guide provides guidelines regarding disaster preparedness and evacuation planning for Tulare County residents.1 Although there are no specific designated evacuation routes, the recommended evacuation routes during an emergency would likely be main arterial roads into and out of the project vicinity, such as SR-198 in the east–west direction and SR- 99 in the north–south direction. Although not expressly designated as such, given their nature and location, these roads would likely act as the main evacuation routes into and out of the project vicinity.

1 Tulare County Office of Emergency Services (OES). 2011. Disaster Preparedness Guide. Website:
https://oes.tularecounty.ca.gov/sites/oes/assets/File/Tulare%20County%20Disaster%20Preparedness%20Guide%20(2011)%20- %20English.pdf. Accessed February 28, 2023.

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Project Site
Access to the proposed project would be established through the construction of 19 unsignalized driveways, which meet or exceed the minimum spacing requirements identified by the City’s Design and Improvement Standards. Emergency access would be provided via these 19 points.

3.14.3 - Regulatory Framework
Federal
No federal plans, policies, regulations, or laws related to transportation are applicable to the proposed project.

State
California Department of Transportation Level of Service Goals Caltrans builds, operates, and maintains the State highway system, including the interstate highway system. Caltrans’s mission is to improve mobility Statewide. The department operates under strategic goals to provide a safe transportation system, optimize throughput and ensure reliable travel times, improve the delivery of State highway projects, provide transportation choices, and improve and enhance the State’s investments and resources. Caltrans controls the planning of the State highway system and accessibility to the system. Caltrans establishes LOS goals for highways and works with local and regional agencies to assess impacts and develop funding sources for improvements to the State highway system. Caltrans requires encroachment permits from agencies for new development before any construction work may be undertaken within the State’s right-of-way. For projects that would impact traffic flow and levels of service on State highways, Caltrans reviews measures to mitigate the traffic impacts. SB 743 requires that project VMT be analyzed for CEQA purposes and determination of significant impacts. Caltrans has identified an LOS objective of C/D (i.e., on the “cusp” between levels of service C and D) as the acceptable service level for signalized intersections.

Senate Bill 743
In November 2017, the Governor's Office of Planning and Research (OPR) released a technical advisory containing recommendations regarding the assessment of VMT, proposed thresholds of significance, and potential mitigation measures for lead agencies to use while implementing the required changes contained in SB 743. Also in November 2017, OPR released the proposed text for Section 15064.3, “Determining the Significance of Transportation Impacts,” which summarized the criteria for analyzing transportation impacts for land use projects and transportation projects and directs lead agencies to “choose the most appropriate methodology to evaluate a project’s VMT, including whether to express the change in absolute terms, per capita, per household or in any other measure.” OPR recommends that for most instances a per service population threshold should be adopted and that a 15 percent reduction below that of existing development would be a reasonable threshold.

For land use projects, SB 743 provides applicants the ability to streamline transportation analysis under CEQA for qualifying urban infill development near major transit stops in metropolitan regions throughout the State. The legislation established a new CEQA exemption for a residential, mixed-use, or employment center project if it is: (1) proposed in a Transit Priority Area (TPA) (i.e., an area within City of Visalia—Shirk and Riggin Industrial Project
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0.5 mile of a major transit stop that is existing or planned); (2) consistent with a specific plan for which an EIR was certified, and (3) consistent with the use, intensity, and policies of a Sustainable Communities Strategy (SCS) or Alternative Planning Strategy (APS) that is certified by the California Air Resources Board (ARB) as meeting its greenhouse gas reduction targets. In addition, SB 743 establishes that parking impacts of these projects are not considered significant impacts on the environment.

Accordingly, as of July 1, 2020, under the statute and CEQA Guidelines, localities are required to rely on VMT instead of traffic delay as the primary metric for evaluating transportation impacts in CEQA documents. The existence of automobile delay impacts, or the adequacy of an LOS analysis, is not a basis under CEQA for challenging an EIR (Citizens for Positive Growth & Preservation v. City of Sacramento (2019) 43 CA5th 609, 624).

Regional Regulations
Regional Transportation Plan/Sustainable Communities Strategy The Draft 2022 Regional Transportation Plan/Sustainable Communities Strategy (2022 RTP/SCS) for Tulare County was prepared by TCAG with the assistance of its member jurisdictions. The Regional Transportation Plan (RTP) is a long-range planning document that defines how the region plans to invest in the transportation system over 20+ years based on regional goals, multimodal transportation needs for people and goods, and estimates of available funding.

The SCS is a component of the RTP , required by SB 375, that sets forth a forecasted development pattern for the region, which, when integrated with the transportation network and other transportation measures and policies, will reduce greenhouse gas (GHG) emissions from passenger vehicles and light trucks to achieve the GHG reduction targets set by the ARB. The future land use and transportation scenario presented in the SCS must accommodate forecast population, employment, and housing sufficient to meet the needs of all economic segments of population, including the State-mandated Regional Housing Needs Assessment (RHNA), while considering State housing goals.
2 The plan sets priorities for funding and implementation of transportation-related projects throughout the County. The 2022 RTP/SCS identifies performance measures and indicators for transportation projects and improvements, including transit trips, peak-hour travel speed, cost of deferred street maintenance, and VMT.

Local Regulations
City of Visalia
Visalia General Plan Circulation Element
The Circulation Element of Visalia’s existing General Plan outlines the City’s standards for roadway design, improvements, and levels of service. The Circulation Element also calls for consistency and coordination of local transportation actions with State and County agencies and plans. It also

2 Tulare County Association of Governments (TCAG). 2022. Draft 2022 Regional Transportation Plan/Sustainable Communities Strategy (2022 RTP/SCS). Website: https://tularecog.org/tcag/planning/rtp/rtp-2022/. Accessed February 28, 2023.

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considers other modes of travel and includes policies pertaining to aviation, rail, transit, and non- motorized transportation (bicycle and pedestrian).

The General Plan sets the following goals and policies that are relevant to transportation in the Circulation Element:

Objective T-O-5 Plan and develop a transportation system for Visalia that contributes to community livability, recognizes and respects community characteristics, and minimizes negative impacts on adjacent land uses.

Policy T-P-22 Require all residential subdivisions to be designed to discourage use of local streets as a bypass to congested arterials, and when feasible, require access to residential development to be from collector streets.

Policy T-P-23 Require that all new developments provide right-of-way, which may be dedicated or purchased, and improvements (including necessary grading, installation of curbs, gutters, sidewalks, parkway/landscape strips, bike and parking lanes) other City street design standards. Design standards will be updated following General Plan adoption.

Policy T-P-25 Require that where arterial streets are necessary through residential areas, residential development shall be oriented away (side-on or rear-on) from such streets and be properly buffered so that traffic carrying capacity of the street will be preserved and the residential environment will be protected from the adverse characteristics of the arterial street.

Policy T-P-26 Require that future commercial developments or modifications to existing developments be designed with limited points of automobile ingress and egress, including shared access, onto major streets.

Policy T-P-27 Work with Caltrans to modify the State Route 198 Route Concept Report to ensure that the facility is designated as a six-lane freeway from Downtown Visalia east to Lovers Lane.

Policy T-P-28 Promote traffic safety by requiring that ingress and egress to shopping centers be carefully designed, with minimal use of left-turn movements into and out of these centers.

Policy T-P-29 Require, where possible, that arterials and collectors form four-leg, right-angle intersections. Jogged, offset, and skewed intersections at major streets in near proximity shall be avoided, where possible.

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Policy T-P-34 Develop design and development standards to improve transit service in the community, such as wider sidewalks to accommodate bus stops and bus shelters at intersections; bus pads with shelter and shading vegetation; widened rights-of- way for buses; dedicated bus lanes; on-site transit stops for commercial public, institutional and industrial facilities; and bus facilities adjacent to daycare centers, schools, and major residential areas.

Policy T-P-35 Schedule public transportation improvement projects in the Capital Improvements Program.

Policy T-P-39 Develop bikeways consistent with the Visalia Bikeway Plan and the General Plan’s Circulation Element.
• Provide Class I bikeways (right-of-way for bicyclists and pedestrians separated from vehicles) along the St. Johns River, Cameron Creek, Packwood Creek, Mill Creek, Modoc Ditch, the Santa Fe Railroad right-of- way and the San Joaquin Railroad right-of-way.
• Provide Class II bikeways (striped bike lanes) along selected collector and arterial streets.
• Provide Class III bikeways (shared use bike routes) along selected local, collector, and arterial streets.

Policy T-P-41 Integrate the bicycle transportation system into new development and infill redevelopment. Development shall provide short term bicycle parking and long- term bicycle storage facilities, such as bicycle racks, stocks, and rental bicycle lockers. Development also shall provide safe and convenient bicycle and pedestrian access to high activity land uses such as schools, parks, shopping, employment, and entertainment centers.

Policy T-P-44 Increase the safety of those traveling by bicycle by:
• Sweeping and repairing bicycle paths and lanes on a regular basis; • Ensuring that bikeways are signed and delineated according to Caltrans or City standards, and that lighting is provided as needed;
• Providing bicycle paths and lanes on bridges and overpasses; • Ensuring that all new and improved streets have bicycle-safe drainage grates and are free of hazards such as uneven pavement or gravel; • Providing adequate signage and markings warning vehicular traffic of the existence of merging or crossing bicycle traffic where bike lanes and routes make transitions into or across roadways.

Policy T-P-45 Require that collector streets that are identified to function as links for the bicycle transportation system be provided with Class II bikeways (bike lanes) or signed as Class III bike route facilities.

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Policy T-P-48 Require construction of minimum sidewalk widths and pedestrian “clear zones” consistent with the Complete Streets cross-sections in this General Plan and with the City’s Engineering and Street Design Standards for each designated street type.

Policy T-P-50 Provide pedestrian facilities that are accessible to persons with disabilities and ensure that roadway improvement projects address accessibility and use universal design concepts.

Objective OSC-P-23 Where no urban development exists, maintain a minimum riparian habitat development setback from the discernible top of the bank—50 feet for both sides of the Mill, Packwood and Cameron Creek corridors and 25 feet for both sides of Modoc, Persian and Mill Creek Ditches—provided that where riparian trees are located within 100 feet of the discernible top of the banks of the Creek corridors and 50 from the banks for the ditches, the setback shall be wide enough to include five feet outside the drip line of such trees. Restore and enhance the area within the setback with native vegetation. • Where existing development or land committed to development prohibits the 50-foot setback on Mill, Packwood, and Cameron Creek corridors, provide the maximum amount of land available for a development setback. • Where existing development or land committed to development prohibits the 25-foot setback along Modoc, Persian, and Mill Creek Ditches, provide the maximum amount of land available for a development setback.

Visalia Active Transportation Plan
The Active Transportation Plan (ATP) is meant to provide the means to support active transportation, specifically bicycling and walking, as an alternative mode of transportation for work, daily activities, and recreational trips.

The Modoc Ditch Trail is listed in the ATP as a trail with opportunities for key linkages to other trails.

Overall Circulation System Planning
Objective T-0-4 Ensure that new development pays its fair share of the costs of new and improved transportation facilities.

Planned Improvement
Policy T-P-23 Require that all new developments provide right-of-way, which may be dedicated or purchased, and improvements (including necessary grading, installation of curbs, gutters, and sidewalks, parkway/landscape strips, bike and parking lanes) or other City street design standards. Design standards will be updated following General Plan adoption.

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Bicycle Transportation and Trails System
Policy T-P-39 Develop bikeways consistent with the Visalia Bikeway Plan and the General Plan’s Circulation Element.
• Provide Class I bikeways (rights-of-way for bicyclists and pedestrians separated from vehicles) along the St. Johns River, Cameron Creek, Packwood Creek, Mill Creek, Modoc Ditch, the Santa Fe Railroad right-of-way and the San Joaquin Railroad right-of-way.
• Provide Class II bikeways (striped bike lanes) along selected collector and arterial streets.
• Provide Class III bikeways (shared use bike routes) along selected local, collector, and arterial streets.

Development also shall provide safe and convenient bicycle and pedestrian access to high activity land uses such as schools, parks, shopping, employment, and entertainment centers.

Pedestrian Circulation
Policy T-P-48 Require construction of minimum sidewalk widths and pedestrian “clear zones” consistent with the Complete Streets cross-sections in this General Plan and with the City’s Engineering and Street Design Standards for each designated street type.

Policy T-P-50 Provide pedestrian facilities that are accessible to persons with disabilities and ensure that roadway improvement projects address accessibility and use universal design concepts.

Implementation Plan.

Policy 1.9 Require proposed new development to create landscape and lighting districts to fund the maintenance of infrastructure, including active transportation elements, along major roadways.

Policy 2.3 Include facilities that support active transportation in all new development projects.

This should include pedestrian/bicycle connections from contemporary subdivision designs to surrounding arterials and collectors, bicycle parking at shopping, employment, and recreational centers, and bikeways on new collector and arterial roadways.

Policy 2.5 Ensure that on-street parking does not conflict with Class II bike lanes, and restrict parking near intersections and crosswalks to improve visibility and enhance safety for pedestrians and bicyclists.

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Policy 2.6 Identify safety counter measures at areas of high collision activity. Recommend and implement safety improvements.

Policy 8.3 Encourage new large scale commercial, office, and industrial development to provide a variety of support facilities such as secure and convenient bicycle parking and shower/locker facilities.

Engineering Design and Improvement Standards
SD-3 of the City’s Engineering Design and Improvement Standards outlines the Sight Distance Requirements for Arterial and Collector Streets.

3.14.4 - Methodology
Impacts related to transportation resulting from implementation of the proposed project are discussed below. The impact analysis is based on the TIA and the VMT analysis prepared for the proposed project and review of the General Plan and the 2022 RTP/SCS. Additionally, the impact analysis is based on review of the City’s VMT Threshold and Implementation Guidelines and review of the applicable federal, State, and local policies and regulations.

Project VMT
Screening thresholds from the City’s VMT Guidelines related to the proposed land use is broken into the following three steps:

1. TPA Screening: As described in the OPR Technical Advisory, projects located within 0.5 mile from an existing major transit stop or within half of a mile from an existing stop along a high- quality transit corridor can be screened out.

2. Low VMT Area Screening: Projects that are consistent with the City’s General Plan and are located within low VMT efficient areas can be screened out. These areas are identified in the City’s guidelines.

3. Low Project Type Screening: Projects that are consistent with the City’s General Plan and generate fewer than 1,000 daily trips could be considered not to lead to a significant impact and can be screened out. For projects that are not consistent with the City’s General Plan, the trip threshold is 500 daily trips.

A land use project must only meet one of the above screening thresholds to be presumed to not result in a significant impact under CEQA pursuant to SB 743. However, the proposed project does not meet any of the screening thresholds. Therefore, a complete VMT analysis is required to further evaluate the proposed project’s potential VMT impacts.

Because the project site would be annexed into the City, the evaluation of VMT was conducted in accordance with the City’s adopted VMT Thresholds and Implementation Guidelines, consistent with other recently approved/annexed projects. These guidelines provide direction to reviewing agency staff, consultants, and project applicants regarding the methodologies and thresholds to be used for VMT analysis within the City. The guidelines also provide basic principles for conducting VMT City of Visalia—Shirk and Riggin Industrial Project
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analysis based on OPR Technical Advisory, with revisions made to reflect local characteristics of the City, specifically nonresidential/office/retail land uses.

The County’s thresholds of significance, as adopted by the City, are summarized below:
• Residential–exceeds a level of 16 percent below existing regional average VMT per capita; • Office–exceeds a level of 16 percent below existing regional average VMT per employee; • Retail–any net increase in total VMT;
• Other (consistent with some refinements made to reflect the predominantly rural character of General Plan)–any net increase in VMT per employee; and • Other (not consistent with General Plan)–exceeds a level of 16 percent below existing regional average VMT per employee.

Based on the available land use category options, it was determined that the proposed project would fall under the category of “Other” uses as the VMT related to the proposed project is primarily produced by industrial employees. As discussed in Chapter 2, Project Description, the proposed project involves an industrial use and is consistent with the Industrial and Light Industrial land use designations that currently apply to the project site and should be treated as “consistent with General Plan.”
Therefore, the proposed project would result in a significant CEQA transportation impact if the project VMT per employee exceeds the average VMT per employee for the Traffic Analysis Zone (TAZ) where the project is located.

For consistency with the City, the VMT metric for the proposed project conditions was calculated by using the same Tulare County Association of Governments (TCAG) Travel Demand Model and recommended methodology. TCAG model is a tool used to forecast travel patterns in Tulare County based on estimated future land use and roadway network changes, as well as determination of VMTs.

Trip Generation
Trip generation estimates are based on the Institute of Transportation Engineers (ITE) Trip Generation Manual, 11th Edition. A trip is defined as a single or one-directional vehicle movement with either the origin or destination at the project site. In other words, a trip can be either “to” or “from” the site and therefore, a single visitor to a site is counted as two. Trips generated by the proposed project are estimated for the AM and PM commuter peak-hours between 7:00 a.m. to 9:00 a.m. and 4:00 p.m. to 6:00 p.m. on a typical weekday. Trips generated were based on the average rates for ITE Land Use 130 (Industrial Park) for the warehouse buildings, ITE Land Use 151 (Mini- Warehouse) for the mini-storage/RV parking, ITE Land Use 934 (Fast-Food Restaurant with Drive- Through) for the fast-food restaurant, Land Use 945 (Convenience Store with Gas Station) for the convenience market, and ITE Land Use 947 (Self-Service Car Wash) for car wash facility. Consistent with the Highway Capacity Manual (HCM) and the City of Visalia’s Procedures for Traffic Impact City of Visalia—Shirk and Riggin Industrial Project
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Analysis (Updated March 2021), a Passenger Car Equivalent (PCE) of 2.0 was applied to the truck volumes to analyze their effects more accurately on roadway capacity and queueing.

Trip reductions were taken into account for internal capture and pass-by trips. With multiuse development, there is potential for interaction among uses within the site. These types of trips are considered internal to the site and are “captured” within the site. Typically, internal capture is derived by methodology and data set forth in the ITE Trip Generation Handbook, 3rd Edition.

However, these percentages exceed the 5 percent maximum reduction that is accepted by Caltrans.

Therefore, the VMT analysis conservatively assumes an internal capture of 5 percent maximum reduction that is accepted by Caltrans. Additionally, commercial uses like ITE Land Uses 934 and 945 generate pass-by trips. These trips represent vehicles already on the road that stop as they pass by the site on their route to another destination. For the purposes of the VMT analysis, pass-by trips enter and exit the project site at the project driveways but are not new/added trips on the external street and roadway network. Pass-By trip reductions are based on information from ITE Trip Generation Manual, 11th Edition, which recommend 50 percent/55 percent for Land Use 934, and 76 percent AM/75 percent PM for the Land Use 945. Since the half of the site east of Clancy Street is composed of mixed uses, internal capture and pass-by trip reductions are applied to the traffic generated by this side of the proposed project only.

Employment Generation
The proposed project is expected to generate 4,177 employees, which is estimated by comparing the ITE trip rate per employee to the expected daily traffic generated. 3 3.14.5 - Thresholds of Significance
The lead agency utilizes the criteria in CEQA Guidelines Appendix G Environmental Checklist to determine whether transportation and traffic impacts are significant environmental effects. Would the project:
a) Conflict with a program plan, ordinance or policy of the circulation system, including transit, roadway, bicycle and pedestrian facilities?
b) Would the project conflict or be inconsistent with CEQA Guidelines Section 15064.3, subdivision (b)?
c) Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? d) Result in inadequate emergency access?

3.14.6 - Project Impacts and Mitigation Measures
This section discusses potential impacts associated with the proposed project and provides mitigation measures where necessary.

3 For the purpose of conservative analysis, 4,180 employees were utilized in the VMT analysis.

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Affect to Circulation System
Impact TRANS-1: Would the project conflict with a program plan, ordinance or policy of the circulation system, including transit, roadways, bicycle and pedestrian facilities? Impact Analysis
Construction
Bicycle
There are currently limited existing bicycle improvements on Plaza Drive, Riggin Avenue, and Goshen Avenue. A Class I bike lane is present on the north side of Goshen Avenue, between the SR-99 and South Giddings Street. There are no bicycle improvements on Kelsey Street, Shirk Street, Avenue 320, Avenue 316, or other roadways in the existing roadway network. There are no Class II or Class III facilities within the existing roadway network. Because there are no existing Class II or Class III bicycle facilities and limited Class I facilities, road construction of the proposed project would not result in the temporary closure of bicycle facilities during construction. Therefore, construction impacts related to circulation system performance in terms of bicycle facilities would be less than significant.

Pedestrian
There are currently limited pedestrian improvements on Plaza Drive, Kelsey Street, Shirk Street, Avenue 320, Avenue 316, Riggin Avenue and Goshen Avenue, including a sidewalk along the south side of Riggin Avenue. Because the existing pedestrian improvements are limited, construction of the proposed project would not result in significant impacts. Should any sidewalks be temporarily shut down during construction, there are alternative pedestrian facilities in the vicinity, and access to alternative pedestrian facilities would remain available. Therefore, construction impacts related to circulation system performance in terms of pedestrian facilities would be less than significant.

Transit
The nearest existing bus stops to the study area are located at Visalia Medical Clinic, near the intersections of Akers Street/Goshen Avenue and Akers Street/Riggin Avenue, near the intersection of Shirk Street/Doe Avenue, at San Joaquin Valley College, along Mineral King Avenue, near Kelsey Street/Riggin Avenue, and along Riggin Avenue east of Plaza Drive. Construction of the proposed project would not adversely affect or otherwise conflict with existing pedestrian access to these bus stops. Should any sidewalks be temporarily shut down during construction, there are alternative roadway connections to these bus stops, and pedestrian access to these bus stops would remain available throughout construction. Therefore, construction impacts related to circulation system performance in terms of transit facilities would be less than significant.

Operation
Bicycle
According to the TIA, no bicycle-related deficiencies are anticipated due to the proposed project.

Bicycle connectivity would be improved by the bike facilities that are proposed, including new bike lanes along Riggin Avenue and Class II bike lanes along Kelsey Street, Clancy Street, and Shirk Street.

Therefore, operational impacts related to circulation system performance in terms of bicycle facilities would be less than significant.

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Pedestrian
Proposed pedestrian improvements include new sidewalks, pedestrian ramps and signalized crossings. New sidewalk improvements would be located adjacent to the project site along the north side of Riggin Avenue, east side of Kelsey Street, both sides of Clancy Street, and west side of Shirk Street. The proposed project would also construct pedestrian ramps and signalized crossings at the intersections of Kelsey Street and Riggin Avenue, Clancy Street and Riggin Avenue, Shirk Street and Riggin Avenue. The proposed improvements are expected to enhance pedestrian connectivity.

The City‘s ATP requires a 25-foot setback for construction of appropriate storm drainage and flood control. In addition, the ATP relies on that setback for a planned Class I bikeway along the south side of the Modoc Ditch. The proposed project would comply with the City’s ATP by dedicating 28 feet for a pedestrian trail along the south side of Modoc Ditch. This is incorporated as Mitigation Measure (MM) TRANS-1. Per MM TRANS-2, storm drainage and waterways impact fees would be collected to allow the City to construct appropriate trails along waterways.

Therefore, no pedestrian-related deficiencies are anticipated due to the proposed project.

Operational impacts to pedestrian facilities associated with the proposed project would be less than significant.

Transit
Visalia Transit Route 17 provides services along Riggin Avenue. The separate, already-approved Riggin Avenue Widening and Improvements CIP that would be constructed by the City and other third parties involves the installation of an additional bus stop adjacent to the project site at the northwest corner of Shirk Street and Riggin Avenue. The proposed project would enhance connectivity to this future transit stop through its installation of the sidewalk and bicycle facilities discussed above. Therefore, no transit-related deficiencies are anticipated due to the proposed project. Operational impacts related to circulation system performance in terms of transit facilities would be less than significant.

Queueing
Intersection No. 3–Plaza Drive and Riggin Avenue
The LOS analysis shows this intersection is expected to operate at an acceptable LOS during the AM and PM peak periods of all Near-Term and Long-Term scenarios analyzed. Since LOS is acceptable and since the westbound left-turns movements are projected to just exceed 300 turning movements for the Near-Term (2028) Plus Project Buildout scenario (242 AM peak-hour/302 PM peak-hour), dual left-turn pockets are not suggested at this time. It is recommended that the proposed project modify the raised median to extend the existing westbound left-turn pocket by 100 feet, to provide 400-foot left-turn pocket. It is also recommended that the existing northbound right-turn stripe be extended to 300 feet. This is included as MM TRANS-3.

Intersection No. 14–Shirk Street and Riggin Avenue
The proposed project is expected to result in a queueing deficiency for the following conditions:
• Near-Term (2025) Plus Phase 1 (AM and PM peak-hours)–NBL/EBR • Near-Term (2026) Plus Phase 2 (AM and PM peak-hours)–NBL/EBR • Near-Term (2028) Plus Project Buildout (AM and PM peak-hours)–NBL/EBR City of Visalia—Shirk and Riggin Industrial Project
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Under Near-Term (2025) Conditions Plus Phase 1, the proposed project is projected to cause a queueing deficiency since one or more queues would extend beyond the turn pockets, and since it would increase the queue length by more than 25 feet. Under the ensuing scenarios, the queueing increases further. This is included as MM TRANS-4.

3.14.7 - LOS Analysis
Level of Service
The General Plan Policy TC-1.16 and the City TIA Guidelines set a minimum acceptable LOS standard of LOS D. According to the TIA, a LOS operational analysis was conducted in accordance with the significance criteria provided in the City’s TIA Guidelines. Project deficiencies were determined based on criteria established in the City’s TIA Guidelines.

Existing (2022) Conditions
The intersection LOS analysis results under Existing (2022) Conditions shows that all intersections are expected to operate at LOS D or better during the commuter peak periods. Construction of the proposed project would not adversely affect or otherwise conflict with the existing LOS conditions.

Near-Term (2025) Conditions
Under Near-Term (2025) Conditions, all intersections are expected to operate at LOS D or better during the commuter peak periods with the exception of:
• Intersection No. 15–Shirk Street and Ferguson Avenue (LOS F–PM peak-hour). • Intersection No. 19–Roeben Street and Riggin Avenue (LOS F–AM peak-hour and PM peak- hour).
• Intersection No. 23–Akers Street and Riggin Avenue (LOS E–AM peak-hour/LOS F–PM peak- hour).

Near-Term (2025) Conditions Plus Phase 1
Under Near-Term (2025) Conditions Plus Phase 1, all intersections are expected to operate at LOS D or better during the commuter peak periods with the exception of:
• Intersection No. 15–Shirk Street and West Ferguson Avenue (LOS F–PM peak-hour). • Intersection No. 19–Roeben Street and Riggin Avenue (LOS F–AM and PM peak-hours). • Intersection No. 23–Akers Street and Riggin Avenue (LOS E–AM peak-hour and peak-hour). • Intersection No. 24–Akers Street and Ferguson Avenue (LOS E–AM peak-hour).

Near-Term (2026)
Under Near-Term (2026) Conditions, all intersections are expected to operate at LOS D or better during the commuter peak periods with the exception of:
• Intersection No. 15–Shirk Street and Ferguson Avenue (LOS F–PM peak-hour). • Intersection No. 19–Roeben Street and Riggin Avenue (LOS F–AM peak-hour and PM peak- hour).

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• Intersection No. 23–Akers Street and Riggin Avenue (LOS E–AM peak-hour/LOS F–PM peak- hour).

Near-Term (2026) Plus Phase 2
Under Near-Term (2026) Conditions Plus Phase 2, all intersections are expected to operate at LOS D or better during the commuter peak periods with the exception of:
• Intersection No. 15–Shirk Street and Ferguson Avenue (LOS E–AM peak-hour/LOS F–PM peak- hour).
• Intersection No. 19–Roeben Street and Riggin Avenue (LOS F–AM and PM peak-hours). • Intersection No. 23–Akers Street and Riggin Avenue (LOS E–AM peak-hour/LOS F–PM peak- hour).
• Intersection No. 24–Akers Street Ferguson Avenue (LOS E–AM peak-hour).

Near-Term (2028) Level of Service
Under Near-Term (2028) Conditions, all intersections are expected to operate at LOS D or better during the commuter peak periods with the exception of:
• Intersection No. 15–Shirk Street and Ferguson Avenue (LOS F– PM peak-hour). • Intersection No. 23–Akers Street and Riggin Avenue (LOS E–AM peak-hour/LOS F–PM peak- hour).
• Intersection No. 24–Akers Street and Ferguson Avenue (LOS E–AM peak-hour).

Near-Term (2028) Plus Project Buildout
Under Near-Term (2028) Conditions Plus Project Buildout, all intersections are expected to operate at LOS D or better during the commuter peak periods with the exception of:
• Intersection No. 15–Shirk Street and Ferguson Avenue (LOS F–AM and PM peak-hours). • Intersection No. 23–Akers Street and Riggin Avenue (LOS F–AM and PM peak-hours). • Intersection No. 24–Akers Street and Ferguson Avenue (LOS E–AM peak-hours).

Long-Term (2033)
Under Long-Term (2033) Conditions, all intersections are expected to operate at LOS D or better during the commuter peak periods with the exception of:
• Intersection No. 15–Shirk Street and Ferguson Avenue (LOS F–PM peak-hour) • Intersection No. 23–Akers Street and Riggin Avenue (LOS F–AM and PM peak-hour) • Intersection No. 24–Akers Street and Ferguson Avenue (LOS E–AM peak-hour)

Long-Term (2033) Plus Project Buildout
Under Long-Term (2033) Conditions Plus Project Buildout, all intersections are expected to operate at LOS D or better during the commuter peak periods with the exception of:

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• Intersection No. 15–Shirk Street and Ferguson Avenue (LOS F–AM and PM peak-hours). • Intersection No. 23–Akers Street and Riggin Avenue (LOS F–AM and PM peak-hours). • Intersection No. 24–Akers Street and Ferguson Avenue (LOS E–AM peak-hour).

Long-Term (2038)
Under Long-Term (2038) Conditions, all intersections are expected to operate at LOS D or better during the commuter peak periods with the exception of:
• Intersection No. 15–Shirk Street and Ferguson Avenue (LOS F–PM peak-hour). • Intersection No. 23–Akers Street and Riggin Avenue (LOS F–AM and PM peak-hours). • Intersection No. 24–Akers Street and Ferguson Avenue (LOS E–AM peak-hour).

Long-Term (2038) Plus Project Buildout
Under Long-Term (2038) Conditions Plus Project Buildout, all intersections are expected to operate at LOS D or better during the commuter peak periods with the exception of:
• Intersection No. 15–Shirk Street and Ferguson Avenue (LOS F–AM and PM peak-hours). • Intersection No. 23–Akers Street and Riggin Avenue (LOS F–AM and PM peak-hours). • Intersection No. 24–Akers Street and Ferguson Avenue (LOS E–AM peak-hour).

Long-Term (2048)
Under Long-Term (2048) Conditions, all intersections are expected to operate at LOS D or better during the commuter peak periods with the exception of:
• Intersection No. 15–Shirk Street and Ferguson Avenue (LOS F–PM peak-hour). • Intersection No. 20–Roeben Street and Ferguson Avenue (LOS E–PM peak-hour). • Intersection No. 23–Akers Street and Riggin Avenue (LOS F–AM and PM peak-hours). • Intersection No. 24–Akers Street and Ferguson Avenue (LOS E–AM peak-hour).

Long-Term (2048) Plus Project Buildout
Under Long-Term (2048) Conditions Plus Project Buildout, all intersections are expected to operate at LOS D or better during the commuter peak periods with the exception of:
• Intersection No. 15–Shirk Street and Ferguson Avenue (LOS F–AM and PM peak-hours). • Intersection No. 20–Roeben Street and Ferguson Avenue (LOS F–AM and PM peak-hours). • Intersection No. 23–Akers Street and Riggin Avenue (LOS F–AM and PM peak-hours). • Intersection No. 24–Akers Street and Ferguson Avenue (LOS E–AM peak-hour).

According to the LOS operational analysis, the proposed project would result in queueing deficiencies at several intersections and would require implementation of the improvements recommended in the TIA. These recommendations are incorporated as the following mitigation measuresto reduce project impacts related to LOS. With implementation of MM TRANS-1 through MM TRANS-8, impacts would be less than signficant.

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Level of Significance Before Mitigation
Potentially significant impact.

Mitigation Measures
MM TRANS-1 Prior to the issuance of building permits, the project shall comply with the City’s Active Transportation Plan (ATP) and dedicate 28 feet for a pedestrian trail along the south side of Modoc Ditch.

MM TRANS-2 Prior to the building permits, the developer shall appropriate Storm Drainage and Waterways impact fees.

MM TRANS-3 Plaza Drive and Riggin Avenue: Prior to the issuance of grading permits the proposed project shall provide site plans that show modification of the raised median to extend the existing westbound left-turn pocket by 100 feet, to provide a 400-foot left-turn pocket. The existing northbound right-turn stripe shall be extended to 300 feet. These improvements shall occur in the year 2026. The project proponent shall be financially responsible for these improvements. “Financially responsible” shall equate to implementing the project as well as paying for the project.

MM TRANS-4 Shirk Street and Riggin Avenue: The proposed project shall provide dual northbound left-turn pockets (300-foot minimum) and a 300-foot minimum southbound left-turn pocket. Since a 300-foot eastbound right-turn pocket would already be installed by the Capital Improvement Plan (CIP) project, additional recommendations are not proposed. These improvements shall occur in the year 2025. The project’s contribution to the Transportation Impact Fees (TIF) will assist in paying for these improvements.

MM TRANS-5 Shirk Street and Ferguson Avenue: Prior to the issuance of final occupancy of any project area, the proposed project shall signalize the intersection, subject to pro rata cost sharing with the adjacent Carlton Acres Specific Plan project. This improvement would allow the intersection to operate at an acceptable Level of Service (LOS) for the deficient scenarios, while reducing the vehicles queues for all intersection turn pockets below the storage capacity. Costs of implementing MM TRANS-5 are expected to be shared by Carlton Acres Specific Plan (CASP) and the proposed project as it provides access to both sites.

MM TRANS-6 Roeben Street and Ferguson Avenue: Prior to final occupancy of any portion of Phase 3, the proposed project shall make a 26.2 percent fair share contribution toward signalizing this intersection. Based on the estimated signalization and interconnect cost of $500,000, the proposed project shall contribute up to $131,000 for these future improvements.

MM TRANS-7 Akers Street and Riggin Avenue: The proposed project shall provide an additional northbound left-turn pocket and through lane and provide an additional eastbound/westbound through lane. Costs of implementing MM TRANS-7 are expected to be shared by Carlton Acres Specific Plan (CASP), the proposed project, and others as it provides access to multiple sites under development.

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MM TRANS-8 Akers Street and Ferguson Avenue: The proposed project shall provide an additional northbound/southbound through lane and right-turn pocket (150-foot minimum) and provide an eastbound right-turn pocket (150-foot minimum). Costs of implementing MM TRANS-8 are expected to be shared by Carlton Acres Specific Plan (CASP) and the proposed project as it provides access to both sites.

MM TRANS-9 Akers Street and Goshen Avenue: The proposed project shall modify the raised median to extend the existing southbound left-turn pocket to 400 feet. It is not recommended to exceed this length further in order to maintain access to the existing driveway north of the intersection. The existing southbound right-turn stripe shall be extended to 400 feet minimum. Costs of implementing MM TRANS-9 are expected to be shared by Carlton Acres Specific Plan (CASP) and the proposed project as it provides access to both sites.

Level of Significance After Mitigation.

Less than significant impact with mitigation incorporated.

Conflict with CEQA Guidelines Section 15064.3, Subdivision (b) Impact TRANS-2: Would the project conflict or be inconsistent with CEQA Guidelines Section 15064.3, subdivision (b)?
Impact Analysis
The VMT analysis identified project-related VMT impacts based on applicable criteria within the City VMT Guidelines and recommended feasible mitigation measures to address any identified VMT impacts. VMT refers to the amount and distance of automobile travel that is, “attributable to a project.” The proposed project will be built in three phases over a period of approximately 4 years.

However, for the purposes of the VMT analysis, only the project's full buildout condition was assessed to fully capture the project's VMT impacts in the region.

As shown in Table 3.14-4 below, It is estimated that Phase 1 of development would generate approximately 7,347 daily PCE trips, with 709 PCE trips (548 inbound/161 outbound) during the AM commuter peak-hour and 709 trips (167 inbound/542 outbound) during the PM commuter peak- hour. It is estimated that the proposed project’s Phase 1 and 2 developments (combined) would generate approximately 17,790 daily PCE trips, with 1,183 PCE trips (870 inbound/313 outbound) during the AM commuter peak-hour and 1,162 trips (315 inbound/847 outbound) during the PM commuter peak-hour. It is estimated that buildout of the proposed project (Phase 1, 2 and 3 combined) would generate a total of approximately 21,409 daily PCE trips, with approximately 1,508 PCE trips (1,119 inbound/389 outbound) during the AM commuter peak-hour and approximately 1,495 trips (399 inbound/1,097 outbound) during the PM commuter peak-hour.

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Table 3.14-4: Trip Generation Summary
Phase Daily PCE Trips AM Peak-hour Trips PM Peak-hour Trips 1 7,347 709 709
1 and 2 17,790 1,183 1,162
1, 2, and 3 21,409 1,508 1,495
Notes:

PCE = Passenger Car Equivalent
Source: Kimley-Horn. 2023. Transportation Impact Analysis Shirk & Riggin Industrial Park. October.

In addition, the proposed project is expected to generate 4,177 employees.4 Based on the City’s SB 743 Guidelines, the proposed project would have a significant impact if it does not meet screening thresholds and if the average VMT/employee would be greater than or equal to the VMT/employee of the TAZ in which the project is located. The proposed project would not meet any of the screening criteria that would allow it to be presumed to have a less than significant impact. Therefore, a VMT analysis was performed.

The proposed project is expected to increase VMT per employee within the TAZ it is located by approximately 0.15 mile, or 1.54 percent of the total miles traveled. Therefore, the proposed project would result in a significant VMT impact, requiring mitigation.

MM TRANS-10a and MM TRANS-10b would be implemented in order to reduce VMT impact.

Combining these two mitigation measures would reduce the proposed project’s VMT per employee by 1.75 percent, exceeding the proposed project’s 1.54 percent impact. Therefore, the proposed project’s VMT impact would be mitigated.

In addition to the proposed mitigation measures, VMT is expected to be further reduced with the construction of the adjacent Carlton Acres development, which contains a high number of residential units. The interaction between the proposed project’s employment opportunities adjacent to the added residential units was not considered by the TCAG travel demand model, but would further reduce VMTs. Additionally, the construction of a bike path along Modoc Ditch is expected to reduce the miles traveled of nearby existing and future developments as it provides an important bicycle and pedestrian connection for the City and County.

Level of Significance Before Mitigation
Potentially significant impact.

4 For the purpose of conservative analysis, 4,180 employees were utilized in the VMT analysis.

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Mitigation Measures
MM TRANS-10a Prior to the issuance of building permits, the site plan shall include the location of up to six secured bicycle storage lockers near each of the buildings entrances and the future transit stop. Up to 10 potential locations shall be included, for a total of up to 60 lockers throughout the site.

Lockers shall be provided for approximately 1.5 percent of the 4,178 site’s daily employees with flexibility to add future lockers based on demand.

MM TRANS-10b Prior to final occupancy of any portion of Phase 1, the developer shall construct a bike path along Modoc Ditch, between Kelsey Street and Shirk Street (approximately 1-mile).

The existing Class I bike path along Modoc ditch runs to the east of the proposed project, between Dinuba Boulevard and the St. John’s River Trail. The Carlton Acres Specific Plan (CASP) project also proposed to construct a portion of the Class I path within the site. Therefore, the bike path shall connect to a new path proposed within the CASP site and future segments to the east and west. This mitigation is subject to contractability and approval by Cal Water.

Level of Significance
Less than significant impact with mitigation incorporated.

Hazards
Impact TRANS-3: Would the project substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)?
Impact Analysis
Construction
Construction of the proposed project would require regular deliveries of equipment and materials to the project site as well as daily trips by construction workers. Given the location of the project site, construction traffic would be expected to access the project site from Riggin Avenue via SR-99. This routing would generally avoid residential streets. For the purposes of the TIA and in accordance with the applicant’s project development goals, construction of the proposed project is anticipated to begin in March 2024 and be completed in March 2028, with operations commencing upon the completion of construction of the proposed project. However, the resulting daily and peak-hour traffic volumes during the construction period are anticipated to be less than during project operation as analyzed in the TIA. It should be noted that while the construction schedule assumes that none of the three project phases may overlap, the potential remains for project phases to be constructed concurrently. Therefore, a conservative analysis considers both scenarios (i.e., sequential and concurrent phasing). In a reasonable worst-case scenario where all three project phases overlap, it is estimated that construction traffic would result in less than 50 percent of the trips generated under Phase I development analyzed in the TIA.

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During construction, the proposed project would require the delivery of heavy construction equipment using area roadways, some of which may require transport by oversize vehicles. Heavy equipment associated with these components would not be hauled to/from the site daily, but rather would be hauled in and out on an as needed basis. Nevertheless, the use of oversize vehicles during construction could create a hazard to the public by limiting motorist views on roadways and by the obstruction of space, which is considered a potentially significant impact. In addition, the project construction activities may result in some temporary lane closures in the area. The proposed project would be required under existing regulations to obtain California Highway Patrol escorts, as well as coordinate the timing of transport, in oversize load permits from Caltrans and Kings County, as appropriate. Therefore, a reasonable worst-case concurrent construction of all phases would not worsen the LOS or impact traffic movement or create roadway hazards to a greater extent than the project as analyzed in the TIA.

Furthermore, MM TRANS-11, would require standard construction traffic control measures be implemented as is consistent with applicable Caltrans and City policies. Measures would require the preparation and implementation of a Construction Traffic Control Plan that would reduce the potential for construction vehicle conflicts with other roadway users. Therefore, construction impacts related to roadway safety hazards would be less than significant with mitigation incorporated.

Operation
A sight distance analysis for each project driveway was conducted to determine whether outbound vehicles would have adequate sight distance to observe conflicting traffic along the intersecting public roadways. Intersection sight distance for the project driveways were evaluated following methodology outlined by the City of Visalia Design and Improvement Standard SD-3, which is based on guidance outlined by the American Association of State Highway and Transportation Officials, A Policy on Geometric Design of Highway and Street, 7th Edition. The proposed project would be required to satisfy the required sight lines and clear zone requirements for all project driveways, to ensure roadway hazards are minimized.

Additionally, a collision analysis was conducted as part of the TIA. The collision analysis determined any historic trends that may indicate existing safety hazards present in the study area. Collision data was obtained from the Statewide Integrated Traffic Record System (SWITRS) between January 1, 2018 to December 31, 2020. Over the 3-year period, there was a total of 74 documented collisions, mostly occurring along Goshen Avenue. The most common collision type was a broadside collision.

On the proposed project’s frontage, along Riggin Avenue and Shirk Road, a total of 11 collisions occurred during the same time period. The most common collision type was a hit object collision.

The study intersections with the most collisions over the 3-year period are the following:
• Intersection No. 6–Plaza Drive and Goshen Avenue
- 10 collisions (most common collision was rear end)
• Intersection No. 12–Shirk Street and Avenue 320
- 12 collisions (all collisions were broadside)
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• Intersection No. 25–Akers Street and Goshen Avenue
- 11 collisions (most common collision was rear end).

Considering the generally low traffic volumes at Shirk Street and Avenue 320, the 12 collisions indicate a much higher accident frequency than the rest of study area and a potential safety concern. The County has installed large “STOP” signs and advance “STOP AHEAD” signs on each intersection approach. A street light has also been approved for the intersection, which is currently awaiting approval from the Southern California Edison (SCE). No further intersections are required.

Access to the project site would be provided via 19 new driveways and would contain an internal network of drive aisles. The entrances and roadways providing access to the proposed project would be required to obtain City encroachment permits, comply with applicable provisions of the City’s Fire Code and other applicable laws and regulations and would implement improvement measures and would thus operate at acceptable service levels. Furthermore, proposed roadway improvements would further increase roadway safety by being designed according to applicable City, Caltrans, and industry standards. Therefore, impacts associated with roadway design safety hazards would be less than significant.

Level of Significance Before Mitigation
Potentially significant impact.

Mitigation Measures
MM TRANS-11 Prior to the issuance of construction permits, the project developer shall prepare and submit a Construction Traffic Control Plan to the City of Visalia for approval and implement the approved Construction Traffic Control Plan during construction. The Construction Traffic Control Plan shall be prepared in accordance with both the California Department of Transportation Manual on Uniform Traffic Control Devices and Work Area Traffic Control Handbook and shall include, but not be limited to, the following issues:
a. Timing of deliveries of heavy equipment and building materials; b. Directing construction traffic with a flag person;
c. Placing temporary signing, lighting, and traffic control devices if required, including, but not limited to, appropriate signage along access routes to indicate the presence of heavy vehicles and construction traffic; d. Ensuring access for emergency vehicles to the project site; e. Temporarily closing travel lanes or delaying traffic during materials delivery, transmission line stringing activities, or any other utility connections; f. Maintaining access to adjacent property; and,
g. Specifying both construction-related vehicle travel and oversize load haul routes, minimizing construction traffic during the AM and PM peak-hour, distributing construction traffic flow across alternative routes to access the project sites, and avoiding residential neighborhoods to the maximum extent feasible.

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Level of Significance After Mitigation
Less than significant impact with mitigation incorporated.

Emergency Access
Impact TRANS-4: Would the project result in inadequate emergency access? Impact Analysis
Construction
As discussed above, project construction activities could result in potential vehicular access issues due to potential temporary road detours and/or closures to accommodate the proposed project, which could impede emergency access. MM TRANS-11 would require the preparation and implementation of a Construction Traffic Control Plan that would reduce the potential for construction vehicle conflicts with other roadway users. The Construction Traffic Control Plan would so include measures to ensure that construction would not interfere with emergency response or evacuation plans. With implementation of MM TRANS-11, less than significant impacts are anticipated. Therefore, no significant impacts to vehicular and emergency access would occur during construction activities.

Operation
Several factors determine whether a project has sufficient access for emergency vehicles, including:
• Location of closest fire stations.
• Number of access points (both public and emergency access only). • Width, height, and turning radius of access points.
• Width, height, and turning radius of internal roadways.

Each of these factors is discussed in further detail below.

Fire Station 55 is the nearest Visalia Fire Department (VFD) station, located approximately 0.39 mile south of the project site at 6921 West Ferguson Avenue. Primary fire protection access to the project site would occur from existing roadways that would not be changed as part of the proposed project.

Vehicular access for the proposed project consists of 19 driveways, 18 of which would be unsignalized, that would intersect the public streets, detailed below:

• Phase 1
- Kelsey Street: five full-access driveways
- Clancy Street: four full-access driveways
• Phase 2
- Riggin Avenue: one limited-access driveway
- Riggin Avenue: one right-in/right-out driveway
- Clancy Street: four full-access driveways
- Shirk Street: one right-in/right-out driveway
• Phase 3
- Riggin Avenue: one limited-access driveway
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- Shirk Street: one right-in/right-out driveway
- Shirk Street: one limited-access driveway

An internal network of drive aisles would connect the overall project. Proposed off-site roadway improvements would be constructed by the proposed project along Riggin Avenue, Kelsey Street, Clancy Street and Shirk Street, and City encroachment permits would be obtained prior to the start of construction.

The provision of these access points would satisfy the applicable California Fire Code’s emergency access requirements. Moreover, the width of these access points and internal roadways would adhere to all other applicable local and State requirements and standards to ensure that access roadways can accommodate fire apparatus vehicles and adequate turning radius, including Section 503, Fire Apparatus Access Roads, of the California Fire Code,5 as well as Chapter 8.20 of the Visalia Municipal Code.6 For the foregoing reasons, impacts related to adequate emergency access would be less than significant with mitigation implemented.

Mitigation Measures
Implementation of MM TRANS-11.

Level of Significance After Mitigation
Less than significant impact with mitigation incorporated.

3.14.8 - Cumulative Impacts
The geographic scope of the cumulative transportation analysis is the roadway network and the transit, pedestrian, and bicycle facilities in the vicinity of the project site. Cumulative projects analyzed here are developments identified by City to be in the planning process or approved, but not constructed (Exhibit 3-1). Transportation impacts tend to be localized, depending on trip generation and as detailed by traffic distribution. Therefore, the transportation network in the vicinity of the project site would be most affected by project activities. This analysis evaluates whether the impacts of the proposed project, together with the impacts of cumulative development, would result in a cumulatively significant impact related to transportation. This analysis then considers whether incremental contribution to cumulative impacts associated with the implementation of the proposed project would be significant. Both conditions must apply for a proposed project’s cumulative effects to rise to a level of significance.

Transit, Bicycle, and Pedestrian Circulation and Facilities With respect to transit facilities, should construction or operation of the cumulative projects temporarily or permanently conflict with existing transit connections, each project sponsor for the relevant cumulative project(s) would be required to coordinate with the City and the transit providers to provide alternative transit access.

5 International Code Council, Digital Codes. 2020. 2019 California Fire Code, Title 24, Part 9 with Jan 2020 Errata. Website:
https://codes.iccsafe.org/content/CFC2019P2. Accessed May 2, 2023. 6 City of Visalia. 2019. Visalia Municipal Code Chapter 8.20, California Fire Code. Website:
https://codelibrary.amlegal.com/codes/visalia/latest/visalia_ca/0-0-0-25779. Accessed May 2, 2023.

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With respect to pedestrian and bicycle facilities, Cumulative Projects 1, 2, 4, 6, and 7 share a street with the proposed project. Since the project area contains many agricultural uses that did not require frontage improvement, there are limited existing pedestrian and bicycle facilities. The proposed project would dedicate a 28-foot setback for a pedestrian trail along the south side of Modoc Ditch. This is incorporated as MM TRANS-1 Neither the proposed project nor the cumulative projects would remove existing bicycle or pedestrian infrastructure or make a cumulatively considerable contribution to this less than significant cumulative impact. Moreover, as part of the proposed project’s frontage improvements, the proposed project would construct new bike lanes along Riggin Avenue and Class II bike lanes along Kelsey Street, Clancy Street, and Shirk Street, which would improve pedestrian and bicycle infrastructure. Therefore, cumulative impacts related to the circulation system in terms of transit, bicycle, and pedestrian facilities would be less than significant.

Level of Service
As discussed in Impact TRANS-1, all intersections in the study area operate at an acceptable LOS under existing conditions. Under Near-Term (2025) Conditions and later, even without the proposed project, three of the intersections studied are expected to operate below acceptable levels of service. The proposed project would result in a net increase of 21,409 daily trips, including 1,508 trips during the morning peak-hour and 1,495 trips during the afternoon peak-h our. The proposed project would contribute trips already operating below acceptable LOS standards. However, with implementation of MM TRANS-3 through MM TRANS-9, impacts would be less than significant.

Cumulative Projects listed in Table 3-1 would also generate new vehicle trips that may trigger or contribute to unacceptable intersection, roadway, and freeway operations. All projects would be required to mitigate their fair share of impacts. Therefore, the proposed project, in conjunction with other projects, would result in a cumulatively less than significant impact with mitigation incorporated.

Vehicle Miles Traveled
Transportation impact analysis is inherently cumulative because it is important to analyze a project’s impact within the context of existing and future traffic conditions to which all projects contribute and, where appropriate, provide mitigation measures to reduce a project’s contribution to any cumulative significant impacts identified to the degree feasible. Cumulative impacts associated with transportation are analyzed throughout this section. Cumulative projects would be required to comply with applicable State and local laws and regulations. If found to result in significant VMT impacts, the cumulative projects would be required to implement feasible Transportation Demand Management (TDM) measures that would reduce VMT and encourage alternative modes of transportation, such as transit, bicycle use, and walking. The provision of transit, bicycle, and pedestrian facilities would depend on the nature of the cumulative project at issue and its location.

Cumulative projects would also be required to include facilities and provide TDM measures based on future transportation studies prepared for that project. Because the proposed project’s VMT impacts are less than signficant with mitigation incorporated, the proposed project’s contribution would not be cumulatively considerable.

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Roadway Safety and Emergency Access
Trucks used during the construction of cumulative projects, including those listed in Table 3-1, Chapter 3, Environmental Impact Analysis, would be required to utilize truck routes designated by the City and therefore would not conflict with the automobile traffic and bicycle and pedestrian activity along public streets. In addition, the relevant local engineering and planning departments would review project plans prior to construction permits in order to determine whether any construction traffic control plans would be required and would require the implementation of same, as necessary.

If any cumulative projects, including those listed in Table 3-1, would redesign City streets in such a way that would significantly impact roadway safety, they would be required to mitigate such impacts as feasible. Roadways constructed as part of the cumulative projects would be constructed to meet applicable City and California Fire Code design standards. Cumulative project driveways and access points would be constructed in compliance with applicable provisions of the California Fire Code and other applicable regulations related to roadway safety and emergency access. As such, cumulative roadway safety and emergency access impacts would be less than significant. Further, as described more fully above, the proposed project, in conjunction with other cumulative projects, would not make a cumulatively considerable contribution to this less than significant cumulative impact associated with roadway safety or emergency access with the implementation of MM TRANS-12.

As described in Impact TRANS-3, the proposed project would be required to implement MM TRANS- 11 (Construction Traffic Control Plan) and MM TRANS-11 (fund additional safety roadway feature).

The proposed project’s contribution to the less than significant cumulative impact would not be cumulatively considerable with implementation of MM TRANS-8 and MM TRANS-9. As such, the proposed project, in conjunction with other cumulative projects, would have a less than significant cumulative impact with respect to roadway safety and hazards, and the proposed project’s contribution would not be cumulatively considerable.

Level of Significance Before Mitigation
Potentially significant impact.

Mitigation Measures
Implementation of MM TRANS-1 though TRANS-11.

Level of Cumulative Significance After Mitigation
Less than significant cumulative impact with mitigation incorporated.

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3.15 - Utilities and Service Systems

3.15.1 - Introduction
This section describes the existing conditions related to utilities and service systems (water, wastewater, stormwater, solid waste, electric power, natural gas, and telecommunications facilities) in the City and project area as well as the relevant regulatory framework. This section also evaluates the possible impacts related to such utilities and service systems that could result from implementation of the project. Information in this section is based, in part, on information provided in the Water Supply Assessment (WSA) (Appendix J), 2020 Urban Water Management Plan (2020 UWMP), the California Department of Resources Recycling and Recovery (CalRecycle), and the Visalia General Plan (General Plan).

No public comments were received during the Environmental Impact Report (EIR) scoping period regarding utilities and service systems. During tribal outreach, North Fork Mono Tribe expressed concerns about cumulative water use by recent and proposed development in the area.

3.15.2 - Environmental Setting
Project Site
The project site lies within the Modoc Ditch Drainage Basin, which is the northwesternmost drainage basin in the Sphere of Influence (SOI), encompassing 8,242 acres including areas of the City as well unincorporated areas of the County and areas included in the City’s Urban Growth Boundary (UGB). 1 Modoc Ditch is an open channel irrigation canal that provides irrigation service to approximately 6,500 acres with a capacity of approximately 154 to 674 cubic feet per second (cfs). 2 The Modoc
Ditch Drainage Basin can generally be characterized as encompassing predominantly agricultural and industrial land uses, stretching as far east as Bridge Street and as far north as Patterson Tract.

The project site abuts Modoc Ditch on its northern border and contains a retention basin diverting from Modoc Ditch on-site. The site topography is generally flat and drains to the north or northwest toward Modoc Ditch.
3 Water
The California Water Service (Cal Water) Visalia District, provides water supplies for the City of Visalia (City). The proposed project involves the annexation of the project site into the City; upon annexation, the site will be added to the Cal Water Visalia District service area. Cal Water Visalia District is part of a regional group of agencies and providers as follows:
• Mid-Kaweah Groundwater Sustainability Agency (MKGSA)
• Kaweah Delta Water Conservation District (KDWCD)
• Kaweah River Basin Regional Water Management Group

1 Boyle Engineering Company. 1994. City of Visalia Storm Water Master Plan and Management Program. 2 Ibid.
3 Ninyo & Moore. 2022. Phase I Environmental Site Assessment Northeast Corner of West Riggin and Kelsey Street. July 20.

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Cal Water is an urban water supplier that provides the main source of water supply for the City and surrounding communities. The Visalia District is an urban retail water supplier, as defined by the California Water Code Section 10608.12. The Visalia District does not provide water wholesale. The sole source of water supply for the customers of the Visalia District is groundwater. The Visalia District of Cal Water pumps from the Kaweah basin, which has been designated by the California Department of Water Resources (DWR) as critically over drafted.

The Cal Water Visalia District is in Tulare County and serves the City and segments of unincorporated Tulare County including the communities of Goshen, Mullen, and Tulco. 4 The Visalia District service
area lies approximately 42 miles southeast of the City of Fresno and 75 miles north of the City of Bakersfield. The Cal Water system includes 75 operational groundwater wells, about one-third of which have auxiliary power for backup. There are 519 miles of main pipeline in the system, ranging in size from two inches in diameter to 12 inches in diameter. 5 The Visalia District had 45,550
municipal connections and supplied 30,152 acre-feet of water in 2020. As future developments within the Urban Development Boundary (UDB) are approved, they will be annexed into the City and be served by Cal Water, Visalia District‘s supply.

Water Supply
Groundwater is the primary source of drinking water within the Planning Area, meaning that the City’s water comes from large, underground aquifers, rather than rivers, lakes, or reservoirs. The San Joaquin Groundwater Basin encompasses all of the Central Valley counties between Sacramento County and Kern County and also includes portions of Sacramento County and El Dorado County at the north end and a portion of Kern County at the south end.

Visalia is within the Kaweah Groundwater Subbasin. The total surface area of the Kaweah Subbasin is 446,000 acres or 696 square miles. Major rivers and streams in the subbasin include the Kaweah and St. Johns Rivers, with the former being the primary source of recharge in the area. Groundwater flow is generally southwestward. In 1999, small groundwater depressions occurred to the north and south of Visalia and at the northwest corner of the subbasin, and a groundwater mound was present in the central western subbasin. Based on current and historical groundwater elevation maps, horizontal groundwater barriers do not appear to exist in the subbasin.

Cal Water’s 75 active supply wells in the Visalia District extract groundwater from the Kaweah Groundwater Subbasin and distribute it over approximately 519 miles of pipeline. The Cal Water system includes two elevated 300,000-gallon storage tanks, an ion exchange treatment plant, four granular activated carbon filter plants and one nitrate blending facility. These facilities are in place to provide Cal Water’s customers with safe drinking water of a quality and quantity to meet State and federal drinking water standards such as the federal Safe Drinking Water Act and the California Safe Drinking Water Act.

The Visalia District extracts water from the Kaweah and Tule Subbasins using a total of 59 wells, and also extracts water from wells in adjacent public water systems. The Visalia District has four surface

4 California Water Service (Cal Water). 2021. 2020 Urban Water Management Plan. June. 5 City of Visalia. 2014. General Plan EIR Section 3.9 Public Services, Facilities and Utilities.

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storage structures that can be used to pump groundwater to storage during non-peak-hours and subsequently aid demand during peak demand periods.

The water supplies needed to serve the City’s water service area, including the existing water demands and planned future uses on the project site, are described in the 2020 UWMP .6 Therefore, the descriptions provided below for the City’s water supplies have been taken from the 2020 UWMP .

Table 3.15-1 lists the amount of groundwater pumped by Cal Water over the past 5 years. The available groundwater supply has been sufficient to meet all of the District’s demands in the past five years and all prior years. It is also important to note that the majority of groundwater pumping in the Kaweah Subbasin is for agricultural use. From a regional and basin-wide standpoint, the Visalia District is only a small fraction of total groundwater pumping. Based on the Kaweah Subbasin water budget information presented in the Mid-Kaweah Groundwater Sustainability Plan (GSP), average annual groundwater pumping from 1981 through 2017 totaled approximately 754,415 acre-feet per year (AFY), including approximately 685,375 AFY for irrigated agriculture and 69,040 AFY for Municipal and Industrial (M&I) use. These data show that M&I pumping accounted for approximately 9 percent of total pumping in the Kaweah Subbasin, and Visalia District pumping in the Visalia and Tulco public water systems accounts for only a portion of the total M&I pumping.

Table 3.15-1: Groundwater Volume Pumped
Location/Basin Name
2016
(AFY)
2017
(AFY)
2018
(AFY)
2019
(AFY)
2020
(AFY)
Kaweah Subbasin 25,802 27,856 29,218 28,900 30,131
Tule Subbasin 41 26 25 19 21
Total 25.843 27,882 29,243 28,919 30,152
Notes:

AFY = acre-feet per year
Source: California Water Service (Cal Water). 2021. 2020 Urban Water Management Plan. June.

Water Demand and Use
Historical and Existing Water Demand
The Visalia District’s water demand per capita has been steadily decreasing since the early 2000s due to a combination of Cal Water implementing conservation pricing, the City becoming fully metered, strict appliance efficiency standards and plumbing codes, and conservation programs.7 Water use in 2020 was 30,152 A F Y. Residential customers account for most of the Visalia District’s service connections and 69 percent of its water uses. Nonresidential water uses account for 28 percent of total demand, while distribution system losses account for 3 percent.

6 California Water Service (Cal Water). 2021. 2020 Urban Water Management Plan. June. 7 Ibid.

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Future Water Use
Although water demand per capita has been decreasing, the Visalia District’s water demand is anticipated to continue to increase as approved projects are constructed and new developments are approved and constructed in accordance with the General Plan within the City’s water service area.

Projected population and services are based on population and employment forecasts for Tulare County generated by the California Department of Transportation’s (Caltrans) long-term socioeconomic forecast model. Over the 25-year planning period (2020-2045), the Visalia District’s water demand is expected to increase at an average rate of 1.8 percent annually. For comparison’s sake, between 2000 and 2020, demand increased at an average rate of 2.4 percent annually. Visalia District per capita water use in 2020 was 30 percent below its 2004 peak. 8 The 2020-2045 water
demand projections include consideration for reduced future water use as a result of effects of appliance standards and plumbing codes, demand management measures, and increases in the real cost of water service and household income.9 Table 3.15-2 shows the Visalia District’s projected water use through 2045 based on future normal hydrologic years.10 These forecasts incorporate the effects of several State codes and regulations which are discussed in section 3.15.3 below.

Table 3.15-2: Use for Potable and Nonpotable Water–Projected Use Types
Projected Water Use (AFY)
2025 2030 2035 2040 2045
Single-family 20,815 22,593 24,604 26,513 28,705
Multi-family 1,583 1,686 1,815 1,945 2,070
Commercial 5,634 6,009 6,448 6,891 7,364
Institutional/Government 2,854 3,152 3,483 3,819 4,164
Industrial 308 308 308 308 308
Other Potable 223 223 223 223 223
Landscape1 0 0 0 0 0
Losses2 1,102 1,304 1,429 1,559 1,695
Total 32,520 35,276 38,310 41,258 44,529
Notes:

AFY = acre-feet per year
1 District’s billing system does not track this use type separate from other use types. 2 Real and apparent losses.

The future conservation savings of 811 acre-feet in 2025, 1,421 acre-feet in 2030, 1,900 acre-feet in 2035, 2,605 acre-feet in 2040, and 3,156 acre-feet in 2045, are included in these projections

Table 3.15-3 shows the City’s projected supply and demand totals for a single normal year.

8 California Water Service (Cal Water). 2021. 202 Urban Water Management Plan. June. 9 Ibid.
10 Ibid.

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Table 3.15-3: Normal Year Supply and Demand Comparison
2025 2030 2035 2040 2045
Supply totals 32,520 35,276 38,310 41,258 44,529
Demand totals 32,520 35,276 38,310 41,258 44,529
Difference 0 0 0 0 0
Notes:
* Volumes are in units of acre-foot.
** Neither the Kaweah nor Tule Subbasins are adjudicated, and this projected supply volumes do not comprise a determination of water rights or maximum allowable pumping.

Single and Multiple Dry Year Water Demand
Table 3.15-4 shows the projected supply and demand totals for the single dry year, and Table 3.15-5 shows the projected supply and demand totals for multiple dry year periods extending 5 years. As shown in these tables, the Visalia District will have sufficient supplies to meet demands during both single dry year and multiple dry year conditions.

Table 3.15-4: Single Dry Year Supply and Demand Comparison 2025 2030 2035 2040 2045
Supply totals 33,152 35,962 39,057 42,063 45,400
Demand totals 33,152 35,962 39,057 42,063 45,400
Difference 0 0 0 0 0
Notes:
* Volumes are in units of acre-foot.
** Neither the Kaweah nor Tule Subbasins are adjudicated, and this projected supply volumes do not comprise a determination of water rights or maximum allowable pumping.

Table 3.15-5: Multiple Dry Years Supply and Demand Comparison 2025 2030 2035 2040 2045
First Year Supply totals 33,543 36,387 39,520 42,562 45,939 Demand totals 33,543 36,387 39,520 42,562 45,939
Difference 0 0 0 0 0
Second Year Supply totals 33,543 36,387 39,520 42,562 45,939 Demand totals 33,543 36,387 39,520 42,562 45,939
Difference 0 0 0 0 0
Third Year Supply totals 33,543 36,387 39,520 42,562 45,939 Demand totals 33,543 36,387 39,520 42,562 45,939
Difference 0 0 0 0 0
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2025 2030 2035 2040 2045
Fourth Year Supply totals 33,543 36,387 39,520 42,562 45,939 Demand totals 33,543 36,387 39,520 42,562 45,939
Difference 0 0 0 0 0
Fifth Year Supply totals 33,543 36,387 39,520 42,562 45,939 Demand totals 33,543 36,387 39,520 42,562 45,939
Difference 0 0 0 0 0
Notes:
* Volumes are in units of acre-feet.
** Neither the Kaweah or Tule Subbasins are adjudicated, and this projected supply volumes do not comprise a determination of water rights or maximum allowable pumping.

Water Distribution
In general, the water distribution system is a looped system with deep wells spaced throughout a distribution pipeline grid system. The deep well and pipeline grid has expanded with the growth of the City. Because of the area’s flat topography, the entire system is in one pressure zone, with wells spaced throughout the system. Modeling analysis done for the WSA and Facilities Master Plan indicate that the grid system pipe sizes and well spacing have kept normal operating pressures in the system above 40 pounds per square inch (psi) and fire flow pressure residuals at fire hydrants above 20 psi.

Recycled Water and Nonpotable Irrigation Water Supply
In 2018, through its Water Conservation Plant Upgrade Project, the City of Visalia began producing Title 22 Recycled Water for delivery to the Tulare Irrigation District (TID) in exchange for surface water used to recharge the City’s groundwater. The City provides 11,000 acre-feet of treated water to TID annually in exchange for 5,500 acre-feet of surface water for groundwater recharge to be stored in recharge basins east of Visalia. These basins have greater potential to recharge the underlying aquifers and should help lessen the overdraft situation in the long term.11,12 In addition to recharge, treated water may also be used to irrigate the areas noted above, reducing the amount of pumped groundwater.

Currently, no wastewater is recycled for potable reuse within the Visalia District service area and will likely only be considered if conditions related to Visalia District supply change significantly in the future.

Wastewater
City of Visalia
The City owns and operates a Water Conservation Plant (WCP), located west of State Route (SR) 99 and south of SR-198. The City’s wastewater collection system consists of gravity sewers, pump

11 Mid-Kaweah Groundwater Sustainability Agency. 2019. Groundwater Sustainability Plan. December. Website:
https://www.midkaweah.org/_files/ugd/55be79_0dd4bb3a882641efa526ccc63e4c07a0.pdf. Accessed May 3, 2023. 12 City of Visalia. 2014. General Plan EIR Section 3.9 Public Services, Facilities and Utilities.

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stations, and force mains. The collected wastewater is discharged to trunk sewers and interceptors and conveyed to the City’s WCP . In 2017, the City completed an upgrade project at the WCP which included replacement of the secondary and tertiary treatment processes with a membrane bioreactor system and ultraviolet (UV) light disinfection system, among other upgrades. The WCP has a capacity to treat 22 million gallons per day (GPD).
13 As of 2010, the plant operates at an average
daily flow of 13 GPD.

The City’s sewer collection system facilities consist of gravity sewer pipelines ranging in size from 6- inch to 42-inch, as well as 13 sewage lift stations and associated force mains. All of the pipelines within the city limits convey wastewater to the WCP .

Stormwater
Generation and Collection
City of Visalia
The City’s Public Works Department manages the City’s storm drainage system. The City contains seven major drainage basins, including:14
• St. John’s Basin
• Modoc Ditch Basin
• Mill Creek Basin
• Evans Ditch Basin
• Packwood Creek Basin
• Cameron Creek Basin
• Persian/Watson Basin

Stormwater drains through natural rivers and watercourses, irrigation ditches, storage reservoirs, and discharge locations.
15 The planned system takes street and lot drainage into a storm drain pipeline system that is directed generally by gravity and augmented with lift pumps toward the main drain system. The system relies on detention basins and several retention basins to slow and divert stormwater for larger storms. This allows the creeks and ditches to convey stormwater both during and after a storm and permits the existing creek and ditch system to handle larger storms than would otherwise be the case. The creeks and ditches used for stormwater also convey irrigation flows, a shared use system that is managed based on formal agreements between the City and irrigation agencies and companies.
16 Stormwater runoff from the City is transported to the WCP located west of SR-99 and south of SR- 198 before being discharged into Mill Creek and/or stored in basins owned by the City.17 The State of California requires small communities to implement development standards to protect water quality under the "General Permit for Waste Discharge Requirements for Storm Water Discharges from Small Municipal Separate Storm Sewer Systems (MS4s) Order No. 2013-0001-DWQ." These

13 California Water Service (Cal Water). 2021. 202 0Urban Water Management Plan. June. 14 Boyle Engineering Company. 1994. City of Visalia Storm Water Master Plan and Management Program. 15 City of Visalia. 2014. Visalia General Plan – Parks, Schools, Community Facilities, and Utilities Element. October 14. 16 Ibid.
17 Ibid.

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requirements are an extension of similar requirements imposed on larger communities (e.g., the cities of Visalia and Tulare, and parts of the County of San Joaquin.) The development standards, also known as post-construction stormwater requirements, will become part of every regulated community's development process.

Solid Waste
Solid waste disposal is provided by the Tulare County Resource Management Agency, which operates the Visalia Disposal Site, northwest of Visalia; the Woodville Disposal Site, southeast of Tulare; and the Teapot Dome Disposal Site, southwest of Porterville. 18 The Visalia Landfill is approximately 1.5
miles north of the project site. The facility serves the cities of Visalia, Farmersville, Dinuba, Exeter, Tulare, Woodlake, Fresno, and unincorporated areas of northern Tulare County and southern Fresno County. As of this writing, these landfills have a combined maximum capacity of 40,071,173 cubic yards and a remaining capacity of 22,340,353 cubic yards (see Table 3.15-6). The City generated approximately 138,821.08 tons of solid waste in 2021, the most recent year with data available. 19 The City provides refuse collection for residential and commercial customers and contracts with Sunset Waste Systems to provide recycling service.20 The City’s solid waste is taken to one of three disposal sites operated discussed above. The City provides split containers for residential trash and recycling, and green waste containers for residential green waste and compostable materials. The City also actively encourages commercial recycling and provides refuse, green waste and recycling bins or boxes to the commercial accounts it services.

Table 3.15-6: Disposal Site Capacity
Disposal Site
Max Permitted
Throughput
(tons/day)
Maximum Permitted
Capacity (cubic yards)
Remaining Capacity
(cubic yards)
Projected Closure
date
Teapot Dome 800 8,320,307 431,707 02/2024
Visalia 2,000 18,630,666 14,815,501 01/2024
Woodville 1,078 13,120,200 7,093,145 01/2043
Sources:

California Department of Resources Recycling and Recover (CalRecycle). 2023. Solid Waste Information System (SWIS)– Teapot Dome Disposal Site. Website: https://www2.calrecycle.ca.gov/SolidWaste/Site/Summary/3834. Accessed May 3, 2023.

California Department of Resources Recycling and Recover (CalRecycle). 2023. Solid Waste Information System (SWIS)– Visalia Disposal Site. Website: https://www2.calrecycle.ca.gov/SolidWaste/SiteActivity/Details/822?siteID=3839.

Accessed May 3, 2023.

18 City of Visalia. 2014. Visalia General Plan Draft Environmental Impact Report – Public Services, Facilities, and Utilities. October 14. 19 California Department of Resources Recycling and Recovery (CalRecycle). 2022. Disposal Rate Calculator: Jurisdiction Review Reports. Website: https://www2.calrecycle.ca.gov/LGCentral/AnnualReporting/DisposalRateCalculator. Accessed December 7, 2022.
20 City of Visalia. 2014. Visalia General Plan – Parks, Schools, Community Facilities, and Utilities Element. October 14.

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Energy
Electricity
Southern California Edison (SCE) provides natural gas and electricity services to the City. SCE provides natural gas and electricity to approximately 15 million people throughout a 50,000-square-mile service area in central, coastal, and Southern California. SCE produces or buys its energy from a mix of conventional and renewable generating sources, which travel through our electric transmission and distribution systems to reach customers. SCE charges connection and user fees for all new development and sliding use-based rates for electrical and natural gas service.

The California Energy Commission reports electricity consumption by County on a yearly basis. The total electricity consumption, including residential and nonresidential, attributable to Tulare County from 2011 to 2021 is provided in Table 3.15-7.

Table 3.15-7: Electricity Consumption in Tulare County 2011–2021 Year Millions of kWh (GWh)
2011 3746.71
2012 4163.27
2013 4316.70
2014 4492.36
2015 4477.12
2016 4363.20
2017 4243.88
2018 4438.02
2019 4249.14
2020 4642.81
2021 4878.46
Notes:

GWh = gigawatt-hours
kWh = kilowatt-hour
Source: California Energy Commission. 2023. Electricity Consumption by County. Website:
https://ecdms.energy.ca.gov/elecbycounty.aspx. Accessed June 7, 2023.

Natural Gas
Natural gas service is primarily provided by the Southern California Gas Company (SoCalGas). The California Energy Commission reports gas consumption by County on a yearly basis. The total natural gas consumption, including residential and nonresidential, attributable to Tulare County from 2011 to 2021 is provided in Table 3.15-8.

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Table 3.15-8: Natural Gas Consumption in Tulare County 2011–2021 Year Millions of Therms
2011 159.47
2012 157.72
2013 157.84
2014 151.22
2015 149.48
2016 151.40
2017 150.41
2018 157.28
2019 155.13
2020 159.46
2021 167.90
Source: California Energy Commission. 2023. Gas Consumption by County. Website:
http://www.ecdms.energy.ca.gov/gasbycounty.aspx. Accessed June 7, 2023.

Telecommunications
Three major communication companies provide communications services in the City: AT&T, Sprint, and Verizon. Comcast is the primary provider of internet and cable television.21

3.15.3 - Regulatory Framework
Federal
Safe Drinking Water Act
The Safe Drinking Water Act authorizes the United States Environmental Protection Agency (EPA) to establish national standards for drinking water, called the National Primary Drinking Water Regulations, to protect against both naturally occurring and man-made contaminants. These standards set enforceable maximum contaminant levels in drinking water and require all water providers in the United States to treat water to remove contaminants, except for private wells serving fewer than 25 people. In California, the State Department of Health Services conducts most enforcement activities.

Clean Water Act
The Water Pollution Control Act of 1972, more commonly known as the Clean Water Act (CWA), regulates the discharge of pollutants into watersheds throughout the nation. Under the CWA, the EPA implements pollution control programs and sets wastewater standards.

21 City of Visalia. 2014. Visalia General Plan–Parks, Schools, Community Facilities, and Utilities Element. October 14.

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The National Pollutant Discharge Elimination System (NPDES) permit program was established within the CWA to regulate M&I discharges to surface waters of the United States. Federal NPDES permit regulations have been established for broad categories of discharges, including point-source municipal waste discharges and nonpoint-source stormwater runoff. NPDES permits generally identify effluent and receiving water limits on allowable concentrations and/or mass emissions of pollutants contained in the discharge; prohibitions on discharges not specifically allowed under the permit; and provisions that describe required actions by the discharger, including industrial pretreatment, pollution prevention, self-monitoring, and other activities. Wastewater discharge is regulated under the NPDES permit program for direct discharges into receiving waters and by the National Pretreatment Program for indirect discharges to a sewage treatment plant.

Resource Conservation and Recovery Act (Amended 1986)
The Resource Conservation and Recovery Act (RCRA) is a federal act regulating the potential health and environmental problems associated with solid waste hazards and non-hazardous wastes.

Specific regulations addressing solid waste issues are contained in Title 40, Code of Federal Regulations.

Energy Policy and Conservation Act
Water use standards for residential and commercial clothes washers and dishwashers are established by the United States Department of Energy through its authority under the federal Energy Policy and Conservation Act. Water use efficiency is summarized by the water factor for the appliance which measures the gallons of water used per cycle per cubic foot of capacity. A typical top-loading residential clothes washer manufactured in the 1990s had a water factor of around 12.

In 2018, the water factor standard for top-loading residential clothes washers was reduced to 6.5.

The maximum water factor for Energy Star compliant top- and front-loading washers is 3.7 and 4.3, respectively. An Energy Star compliant washer uses about two-thirds less water per cycle than washers manufactured in the 1990s.

State
California Porter-Cologne Water Quality Control Act
Under the Porter-Cologne Water Quality Control Act (Porter-Cologne), which was passed in California in 1969, the California State Water Resources Control Board (State Water Board) has the ultimate authority over State water rights and water quality policy. Porter-Cologne also establishes nine Regional Water Quality Control Boards (RWQCBs) to oversee water quality on a day to-day basis at the local and regional level. The RWQCBs engage in a number of water quality functions in their respective regions, and regulate all pollutant or nuisance discharges that may affect either surface water or groundwater.

California Urban Water Management Planning Act
The Urban Water Management Planning Act (California Water Code §§ 10610–10656) requires that all urban water suppliers with at least 3,000 customers prepare UWMPs and update them every 5 years. The act requires that UWMPs include a description of water management tools and options used by that entity that will maximize resources and minimize the need to import water from other regions. Specifically, UWMPs must:

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• Provide current and projected population, climate, and other demographic factors affecting the supplier’s water management planning.
• Identify and quantify, to the extent practicable, the existing and planned sources of water available to the supplier.
• Describe the reliability of the water supply and vulnerability to seasonal or climatic shortage. • Describe plans to supplement or replace that source with alternative sources or water demand management measures.
• Describe the opportunities for exchanges or transfers of water on a short-term or long-term basis (associated with systems that use surface water). • Quantify past and current water use.
• Provide a description of the supplier’s water demand management measures, including schedule of implementation, program to measure effectiveness of measures, and anticipated water demand reductions associated with the measures.
• Assess the water supply reliability.

California Health and Safety Code
Section 64562 of the California Health and Safety Code establishes water supply requirements for service connections to public water systems. Before additional service connections can be permitted, enough water must be available to the public water system from its water sources and distribution reservoirs to adequately, dependably, and safely meet the total requirements of all water users under maximum-demand conditions.

California Senate Bills 610 and 221
Senate Bill (SB) 610 and SB 221 (Water Code § 10910(c)(2)) amended State law, effective January 1, 2002, to improve the link between information on water supply availability and certain land use decisions made by cities and counties. SB 610 and SB 221 seek to promote more collaborative planning between local water suppliers and cities and counties by requiring that detailed information regarding water availability be provided to decision-makers prior to approval of specified large development projects. SB 610 requires that detailed information be included in a WSA, which is then included in the administrative record that serves as the evidentiary basis for an approval action by a city or county. SB 221 requires that the detailed information be included in a verification of water supply. Under SB 610, WSAs must be furnished to local governments for inclusion in any environmental documentation for certain projects (as defined in Water Code § 10912(a)) subject to the California Environmental Quality Act (CEQA).

California Water Conservation Act
The California Water Conservation Act (SB X7-7) was enacted in November 2009 and requires each urban water supplier to select one of four water conservation targets contained in California Water Code Section 10608.20 with the Statewide goal of achieving a 20 percent reduction in urban per capita water use by 2020. Under SBX7-7, urban retail water suppliers are required to develop water use targets and submit a water management plan to the DWR by July 2011. The plan must include City of Visalia—Shirk and Riggin Industrial Project
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the baseline daily per capita water use, water use target, interim water use target, and compliance daily per capita water use.

California Model Water Efficient Landscape Ordinance
The California Model Water Efficient Landscape Ordinance (MWELO) was adopted by the California Office of Administrative Law in September 2009, and requires local agencies to implement water efficiency measures as part of its review of landscaping plans. Local agencies can either adopt the MWELO or incorporate provisions of the ordinance into its own code requirements for landscaping.

The County has not adopted a local ordinance.

Assembly Bill 1881
Assembly Bill (AB) 1881 expanded previous legislation related to landscape water use efficiency. AB 1881, the Water Conservation in Landscaping Act of 2006, enacted landscape efficiency recommendations of the California Urban Water Conservation Council (CUWCC) for improving the efficiency of water use in new and existing urban irrigated landscapes in California. AB 1881 required the DWR to update the existing Model Local Water Efficient Landscape Ordinance and local agencies to adopt the updated model ordinance or an equivalent. The law also requires the CEC to adopt performance standards and labeling requirements for landscape irrigation equipment, including irrigation controllers, moisture sensors, emission devices, and valves to reduce the wasteful, uneconomic, inefficient, or unnecessary consumption of energy or water.

Assembly Bill 2882
AB 2882 was passed in 2008 and encourages public water agencies throughout California to adopt conservation rate structures that reward consumers who conserve water. AB 2882 clarifies the allocation-based rate structures and establishes standards that protect consumers by ensuring a lower base rate for those who conserve water.

California Integrated Waste Management Act
To minimize the amount of solid waste that must be disposed of by transformation and land disposal, the State Legislature passed Assembly Bill 939, the California Integrated Waste Management Act of 1989 (AB 939), effective January 1990. The legislation required each local jurisdiction in the State to set diversion requirements of 25 percent in 1995 and 50 percent in 2000; established a comprehensive Statewide system of permitting, inspections, enforcement, and maintenance for solid waste facilities; and authorized local jurisdictions to impose fees based on the types or amounts of solid waste generated. In 2007, amendments to the California Integrated Waste Management Act introduced a new per capita disposal and goal measurement system that moves the emphasis from an estimated diversion measurement number to using an actual disposal measurement number as a per capita disposal rate factor. As such, the new disposal-based indicator (pounds per person per year) uses only two factors: a jurisdiction’s population (or in some cases employment) and its disposal as reported by disposal facilities.

The California Solid Waste Reuse and Recycling Access Act Subsequent to the California Integrated Waste Management Act, additional legislation was passed to assist local jurisdictions in accomplishing the goals of AB 939. The California Solid Waste Reuse and Recycling Access Act of 1991 directs the California Integrated Waste Management Board to draft a City of Visalia—Shirk and Riggin Industrial Project
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model ordinance relating to adequate areas for collecting and loading recyclable materials in development projects. The model ordinance is used by the County as the basis for imposing recycling conditions on new development projects and on existing projects that add 30 percent or more to their existing floor area. Beginning in 1994, the model ordinance requires that any new development project for which an application is submitted include adequate, accessible, and convenient areas for collecting and loading recyclable materials.

Senate Bill 1383
SB 1383 was approved in September 2016 and went into effect on January 1, 2022. In an effort to reduce organic waste from landfills, it requires that all food waste and any organic items associated with food and drink items shall be segregated and placed into separate trash receptacles.

Assembly Bill 341
A general Statewide recycling goal of 75 percent to be achieved by 2020 was established by AB 341 in 2011. The previous recycling goal of 50 percent was met in 2005. It is recognized by CalRecycle that the State did not reach the 75 percent recycling goal by 2020.

Assembly Bill 32
Mandatory Commercial Recycling was one of the measures adopted in the AB 32 Scoping Plan by the California Air Resources Board (ARB) pursuant to the California Global Warming Solutions Act (Chapter 488, Statutes of 2006). The Mandatory Commercial Recycling Measure focuses on increased commercial waste diversion as a method to reduce GHG emissions. It is designed to achieve a reduction in GHG emissions of 5 million metric tons of carbon dioxide (CO 2) equivalents. To
achieve the measure’s objective, an additional 2 to 3 million tons of materials annually will need to be recycled from the commercial sector by the year 2020 and beyond.

The Solid Waste Disposal Measurement System Act
The Solid Waste Disposal Measurement System Act of 2008, SB 1016, amended the California Integrated Waste Management Act procedures for measuring and reporting diversion requirements.

Starting in 2009, jurisdictions are required to calculate the 50 percent diversion requirement in a per capita disposal rate equivalent. CalRecycle will determine the per capita disposal rate equivalent for each jurisdiction.

CalRecycle delegates local permitting, enforcement, and inspection responsibilities to Local Enforcement Agencies. The Visalia Municipal Code contains regulations related to solid waste and recycling in Title 8, Chapters 28 and 29.

Sustainable Groundwater Management Act
The 1992 Groundwater Management Act, AB 3030, established provisions by which local water agencies could develop and implement Groundwater Management Plans (GMP). GMPs are generally designed to prevent local and regional aquifer over drafting, which reduces available groundwater resources and which, under certain conditions, can lead to degradation of water quality and to land subsidence. The City has been, and continues to be, involved in both regional and local groundwater management efforts.

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On August 29, 2014, the California Legislature passed comprehensive groundwater legislation contained in SB 1168, SB 1319, and AB 1739, which are collectively referred to as the Sustainable Groundwater Management Act (SGMA). This legislation was signed by former Governor Brown on September 16, 2014, and it became effective on January 1, 2015. The legislative intent of SGMA is to provide sustainable management of groundwater basins, enhance local management of groundwater, establish minimum standards for sustainable groundwater management, and provide local groundwater agencies with the authority and the technical and financial assistance necessary to sustainably manage groundwater.

The Kaweah Subbasin is designated by DWR as a high priority basin that is critically over drafted. 22 As
such, the Kaweah Subbasin is subject to the requirements of SGMA, which include the formation of one or more GSAs and the development and implementation of one or more GSPs. The Greater Kaweah GSA submitted its Initial Draft GSP on September 16, 2019. The Greater Kaweah GSA Board of Directors took action to approve the Kaweah Sub basin Coordination Agreement and adopt the Greater Kaweah GSA GSP on January 22, 2020.23
The Tule Subbasin is also designated by DWR as a high priority basin that is critically over drafted.24 As such, the Tule Subbasin is subject to the requirements of SGMA, which include the formation of one or more GSAs and the development and implementation of one or more GSPs. The Tule Subbasin is divided into six GSAs, five of which have published draft GSPs. 25 Central Valley Regional Water Quality Control Board
The primary responsibility for the protection of water quality in California rests with the California State Water Resources Water Board (State Water Board) and nine RWQCBs. The State Water Board sets Statewide policy for the implementation of State and federal laws and regulations. The RWQCBs adopt and implement Water Quality Control Plans (Basin Plans) that recognize regional differences in natural water quality, actual and potential beneficial uses, and water quality problems associated with human activities.

California Department of Water Resources
The DWR is a department within the California Resources Agency. The DWR is responsible for the State’s management and regulation of water usage.

California Water Code Section 13260
California Water Code Section 13260 requires any person who discharges waste, other than into a community sewer system, or proposes to discharge waste that could affect the quality of waters of the State, to submit a report of waste discharge to the applicable RWQCB. Any actions of the proposed project that would be applicable under California Water Code Section 13260 would be reported to the RWQCB.

22 California Water Service (Cal Water). 2021. 202 Urban Water Management Plan. June. 23 Greater Kaweah Groundwater Sustainability Agency. 2022. Groundwater Sustainability Plan. Website:
https://greaterkaweahgsa.org/resources/gsp/. Accessed December 7, 2022. 24 California Water Service (Cal Water). 2021. 202 Urban Water Management Plan. June. 25 Tule Subbasin Sustainable Groundwater Management Act. n.d. Which GSA do you belong to? Website :https://www.tulesgma.com/.

Accessed June 20, 2023.

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Assembly Bill 715
Enacted in 2007, AB 715 requires that any toilet or urinal sold or installed in California on or after January 1, 2014, cannot have a flush rating exceeding 1.28 and 0.5 gallons per flush, respectively. On April 8, 2015, in response to the Governor’s Emergency Drought Response Executive Order (EO B-29- 15), the California Energy Commission approved new standards for urinals requiring that they not consume more than 0.125 gallon per flush, 75 percent less than the standard set by AB 715.

CALGreen
New construction and renovations in California are subject to the California Green Building Standards Code (CALGreen) requirements which include prescriptive indoor provisions for maximum water consumption of plumbing fixtures and fittings in new and renovated properties. CALGreen also allows for an optional performance path to compliance, which requires an overall aggregate 20 percent reduction in indoor water use from a calculated baseline using a set of worksheets provided with the CALGreen guidelines.

For construction and demolition waste, the CALGreen Code (California Building Code 2022, Part 11, Title 24, California Code of Regulations) requires the recycling of 65 percent of construction waste.

The CALGreen Code is incorporated into the City's Development Code, and this recycling requirement is subject to enforcement by the City. The recycling of 65 percent of waste construction material, which comprises by far the largest portion of the overall project solid waste generation, would result in a greater than 50 percent recycling rate for solid waste generated by the construction and operation of the facility as a whole.

Senate Bill 407
Enacted in 2009, SB 407 mandates that all buildings in California come up to current State plumbing fixture standards. This law also requires, effective January 1, 2017, that a seller or transferor of single-family residential property show to the purchaser or transferee, in writing, the specified requirements for replacing plumbing fixtures and whether the real property includes noncompliant plumbing. Similar disclosure requirements went into effect for multi-family and commercial transactions January 1, 2019. SB 837, passed in 2011, reinforces the disclosure requirement by amending the statutorily required transfer disclosure statement to include disclosure about whether the property follows SB 407 requirements.

Local
City of Visalia Water Conservation Ordinance
The City’s Water Conservation Ordinance was adopted in 1989 and can be found in Chapter 13.20 of the Municipal Code. The Ordinance sets regulations to minimize outdoor water use and reduce unnecessary consumption of potable water. It defines and places restrictions on wasteful uses of water and establishes water conservation alert stages to be enacted during periods of water shortage.

Cal Water Urban Water Management Plan–Visalia District
The most recent UWMP was prepared by Cal Water in 2015 and updated in 2021. in compliance with the Urban Water Management Planning Act. The UWMP describes the Visalia District service area, City of Visalia—Shirk and Riggin Industrial Project
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system demand and usage, available water resources, reliability of the water supply, and contingency planning for water shortage. It also contains a conservation section in compliance with SB X7-7 describing water usage reduction targets and implementation measures. The UWMP identifies five core programs for water conservation in the Visalia District that involve promotion of high-efficiency fixtures in residential settings, promotion of high-efficiency irrigation systems, and public information and education.

City of Visalia 2020 Urban Water Management Plan
The City prepared the 2020 UWMP to meet the requirements of the California Urban Water Management Planning Act. The 2020 UWMP evaluates sources of the water supply for the City’s projected population and future water demand until 2045, which is the planning horizon. The UWMPs are intended to help facilitate implementation of SB 610 and SB 221.

City of Visalia
General Plan
Public Services Park and Facilities Element
Objectives
PSCU-O-14 Provide for long-range community water needs by adopting best management practices for water use, conservation, groundwater recharge and wastewater and stormwater management.

PSCU-O-15 Preserve groundwater resources.

PSCU-O-16 Ensure that adequate wastewater collection, treatment, recycling and disposal facilities are provided in a timely fashion to serve existing and future needs.

PSCU-O-17 Manage solid waste such that City needs are met, opportunities for waste reduction and recycling are maximized, and high-quality service is provided.

Policies
PSCU-P-44 Continue to improve and expand the City’s Water Conservation Program, consistent with the Urban Water Management Plan as appropriate, including an active public outreach component and an online presence. The program should provide information and links to additional resources on water efficient plumbing fixtures and planting and irrigation methods, and the development of safe and effective gray water systems. It should also maintain an up-to-date list of incentive programs.

PSCU-P-45 Continue the City’s active role in regional and local water management planning, building on partnerships with Kaweah Delta Water Conservation District and participation in the Integrated Regional Water Management Planning (IRWM) in implementing the Urban Water Management Plan and the Groundwater Management Plan. Continue to develop and implement projects that address groundwater overdraft mitigation, and support additional groundwater recharge, using funds generated from the Water Resources Management and Groundwater Overdraft Mitigation Fee Ordinance and other sources.

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PSCU-P-50 Require that industrial development projects submit plans for water recycling and conservation and demonstrate how water use will meet requirements of the National Pollution Discharge Elimination System during the plan review process.

PSCU-P-51 Ensure that City building plan inspectors are adequately prepared to implement the requirements of the California Green Building Code (CalGreen), including mandatory low-water-use plumbing and water meters.

PSCU-P-52 Continue development of a conveyance system to allow for the reuse of treated wastewater for groundwater recharge, irrigation for farmland, ornamental landscaping, and golf courses, and expand the use of recycled water with a “purple pipe” delivery system, to the greatest extent feasible.

PSCU-P-55 Periodically review and update development impact fees, wastewater connection charges, groundwater mitigation fees, and monthly service charges to ensure that adequate funds are collected to operate and maintain existing facilities and to construct new facilities.

PSCU-P-58 Coordinate urban growth management planning with public and private utilities.

Develop and carry- out an infrastructure and public services assessment during annexation reviews to determine infrastructure needs, feasibility, timing, and financing.

PSCU-P-59 Implement public facility master plans through various funding mechanisms including assessment districts, user fees, development impact fees, reimbursement agreements and/or other mechanisms which provide for equitable distribution of development costs.

PSCU-P-60 Require new developments to incorporate flood water detention basins into project designs where consistent with the Stormwater Master Plan and the Groundwater Recharge Plan.

Stormwater drainage basins can provide groundwater recharge, and may be combined with recreational uses. Additional policies for drainage basins designed for recreational use are provided in the Parks and Open Space section, which follows.

PSCU-P-61 Control urban and stormwater runoff, and point and nonpoint discharge of pollutants. As part of the City’s Stormwater Management Program, adopt and implement a Stormwater Management Ordinance to minimize stormwater runoff rates and volumes, control water pollution, and maximize groundwater recharge.

New development will be required to include Low Impact Development features that reduce impermeable surface areas and increase infiltration. Such features may include, but are not limited to:
• Canopy trees or shrubs to absorb rainwater;
• Grading that lengthens flow paths over permeable surfaces and increases runoff travel time to reduce the peak-hour flow rate;
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• Partially removing curbs and gutters from parking areas where appropriate to allow stormwater sheet flow into vegetated areas;
• Use of permeable paving in parking lots and other areas characterized by significant impervious surfaces;
• On-site stormwater detention, use of bioswales and bioretention basins to facilitate infiltration; and
• Integrated or subsurface water retention facilities to capture rainwater for use in landscape irrigation and other nonpotable uses.

3.15.4 - Methodology
Water
A WSA was completed for the proposed project and is provided in Appendix J. 26 The purpose of the WSA was to perform the evaluation required by California Water Code Sections 10910 through 10915, as established by SB 610. The WSA evaluates the adequacy of the total project water supplies of the City (as the water purveyor to the proposed project), including existing water supplies and future planned water supplies, to meet the City’s existing and projected future water demands, including those future water demands associated with the proposed project, under all hydrological conditions (Normal Years, Single Dry Years, and Multiple Dry Years).

Wastewater
Wastewater production was calculated and compared with the City’s treatment capacity to determine whether wastewater treatment requirements would be exceeded. The City’s wastewater discharge permitting requirements were also reviewed.

Stormwater
Stormwater production was calculated and compared with the City’s stormwater facility treatment capacity to determine whether stormwater collection requirements would be exceeded.

Solid Waste
Solid waste production was calculated and compared with the applicable landfill capacity to determine whether landfill daily permitted capacity and total storage capacity would be exceeded.

The City’s and RecycleSmart’s solid waste regulations and policies were also reviewed.

Electricity and Natural Gas
Electricity and natural gas usage were calculated and compared to existing capacity to determine whether existing sources would meet project demands. Section 3.6, Energy, and Section 3.8, Greenhouse Gas Emissions, also address electricity and natural gas demands.

Telecommunications
The telecommunications providers in the City were identified.

26 4Creeks Inc. 2022. Water Supply Technical Memorandum Shirk and Riggin Industrial Park. December.

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3.15.5 - Thresholds of Significance
The lead agency utilizes the criteria in CEQA Guidelines Appendix G Environmental Checklist to determine whether impacts to utilities and service systems are significant environmental effects.

Would the project:
a) Require or result in the relocation or construction of new or expanded water, wastewater treatment or stormwater 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?
d) Generate solid waste in excess of State or local standards, or in excess of the capacity of local infrastructure, or otherwise impair the attainment of solid waste reduction goals? e) Comply with federal, State, and local statutes and regulations related to solid waste?

3.15.6 - Project Impacts and Mitigation Measures
This section discusses potential impacts associated with the development of the project and provides mitigation measures where appropriate.

Water or Wastewater Treatment Facilities
Impact UTIL-1: Would the project require or result in the relocation or construction of new or expanded water, wastewater treatment or stormwater drainage, electric power, natural gas, or telecommunications facilities, the construction or relocation of which could cause significant environmental effects?
Impact Analysis
The proposed project would involve both flex industrial and light industrial uses as described in Chapter 2, Project Description. Flex industrial uses would consist of small incubator space available for small manufacturing, storage, limited warehouse space, while the light industrial uses would consist of warehouse, distribution, storage, and light manufacturing.

Construction
Water Supply
As discussed in Section 3.10, Hydrology and Water Quality, project construction would occur in 2024.

The UWMP expects a demand of 31,951 acre-feet in 2024. With the project construction, the Visalia District is expected to have a total demand of 32,253.6 acre-feet, which represents an increase of 302.4 acre-feet.

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The UWMP states that 2013 was the driest year since 1991 and during 2013 there was an available water supply of 45,400 AFY. Therefore, even if 2024 is a dry year, there would be at least 13,449 acre-feet available. This would be able to supply the one-time increase in 302.4 AFY. Therefore, construction impacts related to the need for new water supply infrastructure facilities due to water demand would be less than significant.

As shown in Table 3.10-4, water demand during construction (2024 through 2028) is anticipated to be a total of 1,210 acre-feet of water. The implementation of the proposed project would result in the construction of new water line connections extending from an existing water line located within Kelsey Street. Service laterals would be extended from an existing water line located within Kelsey Street. As shown in Exhibit 2-13, the proposed project would be served by a series of new 8-inch and 12-inch water lines throughout the project site. Based on the data presented from the WSA, there is sufficient water available to support the proposed project, and there are no additional impacts associated with the construction or expansion of water infrastructure that would result in potentially significant impacts. No additional mitigation would be required to address potential impacts related to construction or expansion of water supply infrastructure facilities. Therefore, construction impacts related to planned construction, expansion, and relocation of water infrastructure facilities would be less than significant.

Wastewater Treatment
Construction of the proposed project would result in the generation of wastewater associated with water used for dust control, mixing concrete, washing equipment and vehicles, and other activities as well as wastewater generated from construction workers. The WCP would treat wastewater generated by construction of the proposed project consistent with applicable standards established by the Central Valley RWQCB. The WCP would have sufficient capacity to serve the proposed project during construction and a new or expanded wastewater treatment facility would not be required.

Therefore, construction impacts related to the need for new wastewater infrastructure facilities as a result of wastewater generation would be less than significant.

No new or expanded wastewater treatment facilities would be required as a result of construction of the proposed project. The proposed project would include connections to the existing City sanitary sewer system operated by the Public Works Department via the existing wastewater line extended from an existing sewer line located within Riggin Avenue and Kelsey Street. Service laterals would be extended from an existing sewer line located within Riggin Avenue and Kelsey Street. As shown in Exhibit 2-14, the proposed project would be served by a series of new 8-inch and 12-inch sewer lines throughout the project site. Beyond the foregoing, there are no additional impacts associated with the construction or expansion of wastewater infrastructure that would result in potentially significant impacts, and no additional mitigation would be required to address potential construction impacts related to the need for expansion of wastewater infrastructure. Therefore, impacts related to the planned construction, expansion, and relocation of wastewater infrastructure facilities would be less than significant.

Stormwater
The construction of the proposed project itself would not result in the need for increased stormwater infrastructure improvements beyond those proposed on-site to serve the proposed City of Visalia—Shirk and Riggin Industrial Project
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project. Specifically, the proposed project is anticipated to construct various storm drainage improvements including the proposed project’s on-site stormwater detention basins and stormwater pipelines connecting to the existing stormwater pipes on Riggin Avenue and Shirk Street. There are no additional impacts associated with the construction of new or expanded stormwater facilities that would result in potentially significant impacts, and no additional mitigation would be required to address potential impacts related to construction or expansion of these facilities. Therefore, construction impacts related to planned construction, expansion, and relocation of stormwater facilities would be less than significant.

Electricity
Construction of the proposed project would consume electricity for construction work areas, field services (office trailers), and electric-driven equipment such as pumps and other tools. As on-site construction activities would be restricted between permitted construction hours (6:00 a.m. and 7:00 p.m. on weekdays or between the hours of 9:00 a.m. and 7:00 p.m. on weekends and federal holidays),
27 it is anticipated that the use of construction lighting would be relatively limited. As discussed in Section 3.6, Energy, construction equipment is estimated to consume a total of approximately 886,679 gallons of diesel fuel over the entire construction duration, and the proposed project is estimated to use a combined approximately 924,696 gallons of gasoline and diesel for vehicle travel during construction. A typical 720-square-foot office trailer would consume approximately 6,548 kilowatt hours (kWh) each year during the construction. As discussed more fully in Section 3.6, Energy, due to the temporary nature of construction and the financial incentives for developers and contractors to use energy-consuming equipment in an efficient manner, construction demand and consumption of electricity would not be significant. Therefore, construction impacts related to the need for new electrical supply infrastructure facilities because of electricity demand would be less than significant.

Construction of the proposed project would include new connections from existing electrical lines.

However, due to the relatively short duration of construction activities, there are no additional impacts associated with the construction or expansion of electrical connections that would result in potentially significant impacts, and no additional mitigation would be required to address potential impacts related to the need for relocation or construction of expanded electrical facilities. Therefore, construction impacts related to planned construction, expansion, and relocation of electrical infrastructure facilities would be less than significant.

Natural Gas
The proposed project would not consume natural gas for construction purposes. Therefore, there would be no construction impact related to a need for new or expanded natural gas supply infrastructure facilities as a result of natural gas demand.

There are no additional impacts associated with the expansion of existing natural gas infrastructure, and no additional mitigation would be required to address potential impacts related to the need for construction of expanded natural gas facilities. Therefore, construction impacts related to planned

27 City of Visalia. 2023. Municipal Code Chapter 8.36.050 Exterior noise standards—Mobile noise sources prohibition against use.

Website: https://codelibrary.amlegal.com/codes/visalia/latest/visalia_ca/0-0-0-26473. Accessed June 11, 2023.

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construction, expansion, and relocation of electrical infrastructure facilities would be less than significant.

Telecommunications
During construction, construction crew would use their personal devices (phone and internet).

Construction office field services (office trailers) would require new telecommunications hookups or equipment, which would be provided by existing communication and internet providers in the area.

Implementation of the proposed project would not result in a substantial demand for service. There are no additional impacts associated with extension and expansion of existing telecommunications infrastructure, and no additional mitigation measures would be required to address potential impacts related to construction of these facilities. Therefore, construction impacts related to planned construction, expansion, and relocation of telecommunications infrastructure facilities would be less than significant.

Operation
For the purposes of this analysis, buildout is assumed to be 2028.

Water
The proposed project is currently an almond farm. An analysis from the Pacific Institute of DWR found that almond farms require 4.49 acre-feet annually per acre. The site is currently developed with over 280 acres in agricultural production as an almond orchard that is conservatively estimated to use 1,257 AFY .

However, while the overall project’s operational water usage of approximately 124.1 AFY at buildout in 2028 would be significantly less under the proposed uses, water projection estimates in the UWMP and WSA are based on annexation of the site into the Cal Water service area, and projected availability is based on planned land uses in the City. The proposed project would convert irrigated agricultural land into other uses with reduced water demand. The UWMP states, “Irrigated agriculture typically uses more water on a per acre basis than urban uses; thus, some future growth will likely result in a net decrease in water use within the subbasins.” Therefore, the proposed project would use significantly less water than the existing use on-site.

The UWMP and WSA did not reflect the current agricultural use of the site due to the aforementioned reason. Because the existing orchard is not currently connected to the Cal Water service area, the proposed project would increase demand for potable water from the Cal Water Visalia District water system, which is reliant on groundwater to serve its customers. Nevertheless, based on analysis in the UWMP and WSA, and as summarized below, the water system would maintain sufficient supply in normal year, single dry year, and multiple dry years.

The information herein is based, in part, on the WSA that was prepared for the project (Appendix J).

As discussed in Section 3.10–Hydrology and Water Quality, accounting for the planned expanded 2045 population, the UWMP states that the District would require 44,529 acre-feet in a normal year, 45,400 acre-feet in a single dry year, and 45,939 acre-feet each year for multiple dry years.

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This includes the expected demand from the planned Industrial and Light Industrial use of the site in the General Plan. Factoring in the proposed project’s estimated water demand of 124.1 AFY , the total District demand would increase by 12.3 AFY due to the project’s floor area ratio (FAR) being higher than the baseline FAR assumed in the UWMP. This would require the Visalia District to supply 45,541.3 acre-feet in an average year, 45,412.3 acre-feet in a single dry year, and 45,951.3 acre-feet every year over multiple dry years. These demands are higher than the supply given by the UWMP by 12.3 acre-feet, however the UWMP states "It should be noted that the Kaweah and Tule Subbasins are not adjudicated, and the projected groundwater supply volumes are not intended to and do not determine, limit or represent Cal Water’s water rights or maximum pumping volumes." Since Cal Water has stated that the maximum pumping capacity is 100,829 AFY and the capacity is adequate to meet a projected 2030 demand of 57,364 AFY , it can be reasonably be expected that there would be sufficient water supplies available during normal, dry, and multiple dry years. The UWMP states "Cal Water expects that, under all hydrologic conditions, its groundwater supply for the Visalia District will fully meet future demands."
Cal Water can expect to meet the increased demand because M&I pumping accounted for 9 percent of the total pumping in the Kaweah Subbasin, and 3 percent of the total pumping in the Tule Subbasin. From this, the UWMP is able to conclude that "It is therefore likely that management of agricultural groundwater use, rather than M&I use, will be a much larger determining factor in maintaining groundwater sustainability in both the Kaweah and Tule Subbasins in the future." The proposed project would be adequately served by the existing water system and would not require the relocation or construction of new or expanded water facilities. Impacts would be less than significant.

The proposed project is consistent with land use and zoning growth projections from the General Plan and is located within the UGB, thus making it planned growth. In its future projections, the UWMP anticipates increases in supply, demand, and service area under planned growth. Therefore, the proposed project is considered planned growth and would not create the need for unplanned connection or increases in service demands to Cal Water. Impacts would be less than significant.

Wastewater
The UWMP provided estimates of the volume of wastewater collected by the WCP from the Visalia District customers in year 2020. According to the UWMP , the WCP received approximately 14,635 acre-feet of wastewater that was collected from the City service area in year 2020. This estimate was calculated by annualizing 90 percent of January water use from the Visalia Water District service area for that year. This equates to approximately 13.1 million GPD of wastewater generation. Based on the City’s existing capacity to process up to 22.0 million GPD, there is additional capacity to handle approximately 8.9 million GPD of additional wastewater.

As discussed above, the proposed project’s operational water demand is estimated to be approximately 124.1 AFY at full buildout. To determine the proposed project’s wastewater generation, it is assumed that 90 percent of the water used by the proposed project would be treated at the WCP (utilizing the same calculation as shown in the UWMP to determine year 2020 City of Visalia—Shirk and Riggin Industrial Project
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wastewater flows in the City). This would equate to approximately 111.7 AFY or 99,719 GPD of wastewater.

The City’s existing WCP has capacity to process up to 22.0 MGD of wastewater. According to the City’s UWMP , the WCP processed approximately 13.1 MGD in year 2020, leaving approximately 8.9 MGD of additional capacity. The proposed project would conservatively add approximately 99,719 gallons of wastewater per day, or approximately 1.1 percent of the existing available capacity.

Based on the WCP’s existing capacity of 22.0 MGD, the WCP can adequately serve the proposed project in addition to other growth/development in the City. The proposed project would also be required to pay all applicable fees associated with the City’s sewer system outlined in Municipal Code Section 13.08.710. The proposed project would be adequately served by the existing wastewater system and would not require the relocation or construction of new or expanded water facilities. Impacts would be less than significant.

Stormwater
Compared to existing conditions, the proposed project would result in a substantial increase of impervious surfaces, with a commensurate increase in stormwater runoff. As a result, the proposed project would result in the need for new or expanded storm drainage facilities.

As described in Chapter 2, Project Description, the proposed project includes construction of an on- site storm drainage system consisting of inlets, underground piping, and retention basins.

Approximately 31.3 acres of retention basins would be installed. Runoff would drain to drainage system located throughout the project site. The system would be designed to meet the City’s drainage requirements and all applicable standards and requirements would include accommodating a 100-year storm event, retaining runoff and releasing it at a rate no greater than the pre- development condition of the project site.

The proposed project’s on-site stormwater retention basin would be sized to accommodate the stormwater discharge for the proposed project prior to the start of operations. Therefore, pursuant to the proposed project’s compliance with all other applicable laws and regulations, the proposed project would not require the relocation or construction of new or expanded stormwater drainage facilities. Impacts would be less than significant.

Electric Power
SCE would provide electricity to the project site for lighting, appliances, and other associated operational uses. The proposed project would be required to comply with the State’s applicable Title 24 energy efficiency standards (including designing structures to be solar-ready). These standards contain advanced energy efficiency standards and would ensure that the proposed project would not require significant or unplanned new electrical sources. Therefore, operational impacts related to the need for new electrical infrastructure facilities as a result of electricity demand would be less than significant.

The proposed project would include new connections from existing electrical lines, which have the capacity to serve project operations. The proposed project is required to obtain will and can serve letters from SCE prior to connecting to SCE’s existing system. As such, the proposed project would City of Visalia—Shirk and Riggin Industrial Project
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not require the relocation or expansion of electrical infrastructure to serve the increased demand, because it would be served by SCE with adequate electrical supplies. Therefore, operational impacts related to adequacy and capacity of electrical infrastructure facilities would be less than significant.

Natural Gas
Implementation of the proposed project would include new connections from existing natural gas lines. The proposed project could utilize natural gas for heating, which would be provided by SoCalGas. As discussed in Section 3.6, Energy, the proposed project would be required to be designed and constructed consistent with the State’s current Title 24 energy efficiency standards.

These standards would ensure that the proposed project would not require significant or unplanned new natural gas sources. Therefore, operational impacts related to the need for new natural gas supply would be less than significant.

Telecommunications
At operation, the proposed project would increase demand for internet and telephone services provided by local telecommunications providers. The proposed project is located in an area where existing telecommunications providers already offer internet and telephone services and have sufficient capacity to meet project operational demands. The building tenants/operators would coordinate with telecommunication providers in order to provide service, which have the capacity to serve project operations. Therefore, operational impacts related to the need for new or expanded telecommunications infrastructure facilities as a result of telecommunications demand would be less than significant.

Level of Significance
Less than significant impact.

Mitigation Measures
None required.

Water Supplies
Impact UTIL-2: Would the project have sufficient water supplies available to serve the project and reasonably foreseeable future development during normal, dry and multiple dry years?
As discussed in Impact UTIL-1, the proposed project would have sufficient water supplies available to serve the project and reasonably foreseeable future development during normal, dry, and multiple dry years.28 Therefore, the impact would be less than significant.

Level of Significance
Less than significant impact.

28 4Creeks Inc. 2022. Water Supply Technical Memorandum Shirk and Riggin Industrial Park. September.

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Mitigation Measures
None required.

Wastewater Treatment Capacity
Impact UTIL-3: Would the project 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? As discussed in Impact UTIL-1, the City has adequate wastewater capacity to serve the projected project in addition to the City’s existing commitments. Impacts would be less than significant.

Level of Significance
Less than significant impact.

Mitigation Measures
None required.

Attainment of Solid Waste Reduction Goals
Impact UTIL-4: Would the project 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?
Construction
During construction, the proposed project would generate solid waste from demolition and removal of existing structures on the project site. The EPA estimates 4.34 pounds per square foot for a nonresidential construction project (defined as lodging, office, commercial, health care, educations, religious, public safety, and manufacturing facilities). 29 Common construction waste may include
metals, masonry, plastic pipe, rocks, dirt, cardboard, or green waste related to land development.

The proposed project would not generate any acutely hazardous material, and any other hazardous waste, such as fuels greases and solvents, generated or used during construction would be disposed of at an approved facility. Waste should be diverted from disposal in landfills (particularly Class III landfills) and maximize source reduction, reuse, and recycling of construction and demolition debris.

The proposed industrial and flex industrial buildings would cover approximately 3,720,149 square feet; therefore, the proposed project is expected to generate approximately 16,145,447 pounds or 8,073 tons of solid waste during the four years of construction.30 Assuming construction would occur only on the weekdays, there would be approximately 980 construction days. Spread over the 980- working day demolition and construction schedule, this equates to approximately 8.3 tons per day.

The County’s three landfills are permitted to receive between 800 and 2,000 tons of waste per day.31 One of the landfills has an expected closure date in 2024, which is before the close of the

29 United States Environmental Protection Agency (EPA). 2003. Estimating 2003 Building-Related Construction and Demolition Materials Amounts. Website: https://www.epa.gov/sites/production/files/2017- 09/documents/estimating2003buildingrelatedcanddmaterialsamounts.pdf. Accessed: June 20, 2023. 30 Calculation: 3,720,149 square feet * 4.34 pounds per square foot = 16,145,447 pounds; 16,145,447 pounds/2,000 = 8,073 tons. 31 California Department of Resources Recycling and Recover (CalRecycle). 2022. Solid Waste Information System (SWIS). Website:
https://www2.calrecycle.ca.gov/SolidWaste/Site/Search. Accessed December 7, 2022.

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construction periods; however, the City is undertaking measures to expand the landfills and extend their lifespans.32 Construction/demolition debris generated by the proposed project represents a nominal percent (approximately 1 percent) of the quantity of solid waste that the landfill currently accepts on a daily basis. Mitigation Measure (MM) UTIL-1 would require that a recycling coordinator be identified to ensure the separation and proper disposal of recyclable materials and solid waste during construction. MM UTIL-1 also requires having recycling areas and receptacles on-site during construction to encourage recycling of materials to the extent feasible. In addition, compliance with applicable local and State laws and regulations would ensure that all construction waste would be conveyed to the appropriate solid waste facility and would be disposed of properly. Therefore, construction impacts related to landfill capacity would be less than significant.

Operation
Using 8.93 pounds per employee per day solid waste generation rate33 (the most recent source provided by CalRecyle), the proposed project’s approximately 4,177 employees would generate an estimated 37,300 pounds of solid waste per day (18.65 tons),34 and 13,614,500 pounds per year (6,807 tons), assuming operation 365 days per year. As of this writing, these landfills have a combined maximum capacity of 40,071,173 cubic yards and a remaining capacity of 22,340,353 cubic yards. The three landfills have expected closure dates ranging between 2024 and 2043; however, the City is undertaking measures to expand the landfills and extend their lifespans.35 As a result, the proposed project’s estimated 18.65 tons of solid waste per day and 6,807 tons per year represent less than 1 percent of daily permitted capacity and overall landfill capacity. Pursuant to AB 939, cities are required to redirect at least 50 percent of municipal waste; as of 2009, the City reduced its annual waste tonnage collected by 25 percent, however no other data is provided by the City on its progress of achieving diversion rates in adherence to AB 939. 36 Implementation of MM
UTIL-1 (e) would require each development project to provide a recycling storage area for recyclable materials during operations. Therefore, the proposed project would be served by a landfill that contains sufficient capacity, and operational impacts related to landfill capacity and solid waste reduction goals consistency would be less than significant.

Level of Significance Before Mitigation
Potentially significant impact.

Mitigation Measures
MM UTIL 1 The provisions listed below shall apply to the project during construction activities in connection with project development.
a. An on-site Recycling Coordinator shall be designated by the project proponent/contractor to facilitate recycling.
b. The Recycling Coordinator shall facilitate recycling of all construction waste through coordination with contractors, local waste haulers, and/or other facilities that recycle construction/demolition wastes.

32 City of Visalia. 2014. Visalia General Plan Draft Environmental Impact Report – Public Services, Facilities, and Utilities. October 14. 33 California Department of Resources Recycling and Recovery (CalRecycle). 2019. Estimated Solid Waste Generation Rates. Website:
https://www2.calrecycle.ca.gov/wastecharacterization/general/rates. Accessed: December 9, 2022. 34 Calculation: 8.93 pounds/employee/day * 4,100 = 36,613 pounds/day; 36,613 pound/day/2,000 = 18.3 tons/day. 35 City of Visalia. 2014. Visalia General Plan Draft Environmental Impact Report – Public Services, Facilities, and Utilities. October 14. 36 Ibid.

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c. The on-site Recycling Coordinator shall also be responsible for ensuring wastes requiring special disposal are handled according to State and County regulations that are in effect at the time of disposal.
d. Contact information of the coordinator shall be provided to the City of Visalia prior to issuance of building permits.
e. The project proponent/operator shall provide a storage area for recyclable materials within the fenced project area that is clearly identified for recycling.

This area shall be maintained on the site during construction and operations. A site plan showing the recycling storage area shall be submitted prior to the issuance of any grading or building permit for the site.

Level of Significance After Mitigation
Less than significant impact with mitigation incorporated.

Solid Waste Regulations
Impact UTIL-5: Would the project comply with federal, State, and local statutes and regulations related to solid waste?
Construction
During construction, the proposed project would be required to comply with Municipal Code Chapter 8.29 related to construction and demolition materials management. Compliance with this regulation would ensure compliance with AB 939 by ensuring construction waste is transferred to facilities that can adequately recycle solid waste. Thus, with compliance with the Visalia Municipal Code and AB 939, the proposed project would be required to comply with applicable solid waste regulations and statutes. Therefore, impacts related to solid waste regulations consistency are less than significant.

Operation
During operation, the proposed project would be required to comply with applicable State and local laws and regulations related to solid waste such as AB 939, SB 1383 related to organic waste, AB 341 and AB 32 related to recycling, and Municipal Code Chapter 8.28 related to solid waste collection and disposal. Adherence to AB 939, SB 1383, AB 341, AB 32, and the Municipal Code would ensure sufficient solid waste collection and transportation is available and would ensure that disposal sites contain sufficient capacity through permit review and inspections and recycling programs are implemented to divert waste. As such, operation of the proposed project would not impede the ability of the City to meet waste diversion requirements or cause the City to violate State and local statutes and regulations related to solid waste. Therefore, with compliance with applicable State and City laws and regulations requiring recycling and waste diversion from landfills, operational impacts related to solid waste regulations consistency would be less than significant.

Level of Significance
Less than significant impact.

Mitigation Measures
None required.

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3.15.7 - Cumulative Impacts
Water
The geographic scope of the cumulative potable water analysis is the service area of Cal Water Visalia District, which provides potable water to residents and businesses within the City service area. The WSA evaluates the adequacy of the City’s total project water supplies, including existing water supplies and future planned water supplies, to meet the City’s existing and projected future water demands, including those future water demands associated with the proposed project, under all hydrological conditions (Normal Years, Single Dry Years, and Multiple Dry Years).

Cumulative projects, including those listed in Chapter 3, Environmental Impact Analysis, Table 3-1, Cumulative Projects, are located within the areas of the City. As discussed under Impact UTIL-2, a WSA was completed for the proposed project that evaluated projected water demand associated with the proposed project, in addition to existing and other planned future users within the Visalia District service area. Water demand within the City’s water service area is not expected to exceed the City’s supplies at buildout under normal hydrologic conditions based on the City’s existing supplies coupled with the implementation of its additional future planned projects. Furthermore, some of the cumulative projects would convert the existing agricultural use to other uses which have a significantly smaller water demand.

Developers of the other cumulative projects would be required to pay their proportionate share of required funding to the City for completion of water infrastructure improvements (which includes recycled water infrastructure) as included in the City’s Capital Improvement Program (CIP). In addition, cumulative projects, such as those listed in Table 3-1, would be required to comply with provisions of the applicable laws and regulations in the Municipal Code and CALGreen related to water conservation. Therefore, cumulative impacts would be less than significant. As discussed above, the proposed project would also be required to comply with City/County ordinances and General Plan policies, as well as other laws and regulations that address water supply. The proposed project would also be required to pay applicable impact fees to help facilitate the completion of necessary water infrastructure. For these reasons, the proposed project would not have a cumulatively considerable contribution toward this less than significant cumulative impact related to water supply and treatment.

Wastewater
The geographic scope of the cumulative wastewater analysis is the service area of the City, which provides wastewater collection and treatment services for the City and its service area.

The City has estimated wastewater generated from its existing and future development in the service area and forecasted the needed facility upgrades. The forecast included treatment facility upgrades needed to accommodate existing needs and the planned growth in the service area and to maintain compliance with applicable regulatory standards for wastewater treatment and discharge.

The City has recently upgraded its WCP . The WCP has a capacity to treat 22 million GPD and currently treats approximately 13 million GPD.

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The cumulative projects, including those listed in Chapter 3, Environmental Impact Analysis, Table 3- 1, located in the City are within the service area and would generate volumes of wastewater conveyed to and treated at the WCP. Cumulative projects not located in the City or its service area would convey wastewater to the applicable wastewater treatment plant and are not included in this cumulative analysis. The City has anticipated planned growth and determined that capacity would exist to service the demand for wastewater treatment facilities given the existing capacity coupled with the upgrades discussed in Impact UTL-3. Projects within the service area would be required to pay applicable fees in effect at the time building permits are issued. Therefore, the proposed project’s contribution to this less than significant impact related to wastewater generation and treatment would not be cumulatively considerable.

Storm Drainage
The geographic scope of the cumulative analysis of storm drainage is projects within the City, consisting of areas that drain to the storm drainage system and to the Kaweah River’s Delta system.

The cumulative projects within the City would undergo its own CEQA review, which would evaluate and be required to mitigate any potential significant impacts with storm drainage pursuant to applicable laws and regulations. In addition, consistent with measures in the Municipal Code and other applicable standards and requirements, all development in the City would be required to incorporate a stormwater control plan and stormwater collection systems into the development that would in turn reduce the volume and velocity of stormwater runoff that cumulative projects would generate to adhere to applicable performance standards. Therefore, cumulative impacts in this regard would be less than significant.

As discussed above, the proposed project would have a less than significant impact on storm drainage. Therefore, the proposed project’s contribution to this less than significant impact related to storm drainage would not be cumulatively considerable. (See also Section 3.10, Hydrology and Water Quality).

Solid Waste
The geographical area for considering cumulative impacts associated with solid waste is the geographic area covered by the Tulare County Solid Waste Division.

Cumulative projects, including those listed in Chapter 3, Environmental Impact Analysis, Table 3-1 consist predominantly of industrial and residential uses. However, as with the surrounding areas, new cumulative development (residential and nonresidential) would increase demand on solid waste facilities to receive, process, and store solid waste. Existing solid waste facilities provide sufficient capacity to serve all development anticipated in the City, as well as existing, planned, and probable future land uses in the City for the foreseeable future.

As of this writing, these landfills have a combined maximum capacity of 40,071,173 cubic yards and a remaining capacity of 22,340,353 cubic yards. Additionally, other cumulative projects within the cumulative geographic context, would be required to comply with applicable federal, State, and local laws, regulations and policies to address and mitigate, as necessary, any potentially significant City of Visalia—Shirk and Riggin Industrial Project
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impacts related to solid waste. For these reasons, cumulative impacts to solid waste would be less than significant.

The proposed project’s contribution to this less than significant cumulative impact would not be cumulatively considerable. The anticipated waste volume of development associated with the proposed project represents less than 1 percent of the landfill’s permitted daily capacity.

Furthermore, implementation of MM UTIL-1 would require that a recycling coordinator be identified to ensure the separation and proper disposal of recyclable materials and solid waste during construction. MM UTIL-1 also requires having recycling areas and receptacles on-site during construction to encourage recycling of materials to the extent feasible. Therefore, the proposed project, in conjunction with other cumulative projects, would result in a less than significant cumulative impact related to solid waste generation and landfill capacity.

Energy
Cumulative analysis with respect to Energy is addressed in Section 3.6, Energy.

Telecommunications
Cumulative projects would increase demand for internet and telephone services provided by local telecommunications providers. These cumulative projects would coordinate with telecommunication providers to provide service, and would be required to ensure there is sufficient capacity to serve each project, through analysis and adequate mitigation, as necessary. For these reasons, cumulative impacts with respect to telecommunications would be less than significant.

The proposed project would also coordinate with telecommunication providers to provide service, which has capacity to serve project operations, and the proposed project’s contribution to the less than significant cumulative impact would not be cumulatively considerable. Therefore, the proposed project, in conjunction with other cumulative projects, would result in a less than significant cumulative impact related to telecommunications.

Mitigation Measures
Implement MM UTIL-1.

Level of Cumulative Significance
Less than significant impact with mitigation incorporated.

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3.16 - Wildfire

3.16.1 - Introduction
This section describes the existing wildfire conditions on the project site and vicinity as well as the regulatory framework related to the potential environmental effects associated with wildfire. The section also explains the methodologies used in evaluating these potential impacts, the criteria used to evaluate the significance of potential impacts, and an analysis of potential impacts related to wildfire that could result from implementation of the proposed project. The analysis in this section is based, in part, on review of the project plans, the City’s General Plan and General Plan Environmental Impact Report, information from the California Department of Forestry and Fire Protection (CAL FIRE), and CAL FIRE Tulare County Fire Hazards Severity Zone (FHSZ) Maps, the Biological Resources Assessment provided in Appendix C, and the Phase I Environmental Site Assessment provided in Appendix F of this Draft EIR.

No public comments were received during the Notice of Preparation (NOP) scoping period related to wildfire.

Wildfire Hazard Area Designations
CAL FIRE is responsible for mapping fire hazards within State Responsibility Areas (SRAs) based on fuel loading, slope, fire weather, and other relevant factors present, including areas where winds have been identified as a major cause of wildfire spread.

These zones, referred to as FHSZ classify a wildland zone as Moderate, High, or Very High fire hazard based on the average hazard across the area included in the zone. There are also “Fire Protection Responsibility Areas” (non-SRA), delineated as either a Federal Responsibility Area (FRA) or a Local Responsibility Area (LRA).

3.16.2 - Environmental Setting
Project Site
Pursuant to the CAL FIRE’s Fire Hazard Severity Zone Map, the project site is not located in or near an SRA and also does not contain lands classified as a Very High Fire Hazard Severity Zone (VHFHSZ).1 According to the CAL FIRE FHSZ Maps for the LRA, the project site is classified as LRA Unzoned, which means that the project site is outside of areas identified by CAL FIRE as having substantial or very high risk. The Unit Strategic Fire Plan for the CAL FIRE Tulare Unit designates the project site as being located within an Agriculture area by the County.2
The closest mapped FHSZ is an SRA Moderate Zone located approximately 15 miles east of the project site, at the outer city limits of the City of Exeter. There is a FRA Moderate Zone located

1 California Department of Fire and Forest Protection (CAL FIRE). 2023. FHSZ Viewer. Website: https://egis.fire.ca.gov/FHSZ/. Accessed February 15, 2023.
2 California Department of Forestry and Fire Prevention (CAL FIRE). 2022. Unit Strategic Fire Plan CAL FIRE/Tulare Unit. May.

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approximately 23 miles to the southwest of the project site just outside of the City of Lemoore city limits.3 The nearest VHFHSZ is located over 25 miles east of the project site.

In addition, the City of Visalia General Plan (General Plan) does not designate the project site as a fire hazard area. According to General Plan Figure 8-4, Fire Hazards and Public Safety Services, there is an area of moderate fire susceptibility located along North Plaza Drive between West Ferguson Avenue and Goshen Avenue, which is located approximately 3,700 feet southwest of the project site.4
Wildfire-conducive Conditions
Grassland or other vegetation in California is easily ignited, particularly in dry seasons. Wildfire is a serious hazard in high dry fuel load areas, particularly near areas of natural vegetation and steep slopes since fires tend to burn more rapidly on steeper terrain. Wildfire is also a serious hazard in areas of high wind, given that fires will travel faster and farther geographically when winds are higher. Furthermore, wildfire is more likely in areas where electric power lines are located above ground where they may encounter vegetation or building materials.

Project Site
The vast majority of the project site (approximately 284 acres) consists of an active almond orchard, with the remaining portions of the project site consisting of some non-native planted ornamental trees, access roads and small amounts of vegetation. All orchard areas are actively managed, with sparce herbaceous understory plant cover that consists of managed ruderal non-native grasses and forbs, and tree cover. Barren areas on the project site consist of access roads, which are currently dirt with small amounts of managed, non-native invasive grasses and forbs on edges. In addition, there are streetlights and above ground power and telecommunication lines in various locations adjacent to the project site. The project site is gently sloping toward the east but does not contain significant slopes. Additionally, the project site is surrounded by agricultural and industrial areas and is not located adjacent to wildlands or grasslands or in a wildland urban interface (WUI) area.

Emergency and Evacuation Routes/Access
Project Site
Based on its location, the most likely evacuation routes from the project site would be SR-198 (in the east–west direction), and SR-99 and SR-63 (in the north–south direction). These routes are approximately 2 miles, 2.15 miles, and 3.66 miles away from the project site, respectively.

Post-fire Slope Instability and Drainage Pattern Changes Slope instability from wildfire scarring of the landscape can result in slope instability in the form of more intensive flooding and landslides. These post-fire slope soils and altered drainage patterns can more easily creep away downslope sides of foundations and reduce lateral support.

3 California Department of Forestry and Fire Prevention (CAL FIRE). 2022. Unit Strategic Fire Plan CAL FIRE/Tulare Unit. May. 4 City of Visalia. 2014. Visalia General Plan Chapter 8: Safety and Noise, Figure 8-4: Fire Hazards and Public Safety Services. October.

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Project Site
The project site has not been impacted from previous wildfire damage or post-fire drainage pattern changes.5 As described previously, the project site contains relatively level elevation and does not contain steep slopes. The prevailing wind pattern is from the northwest.

Water Supply and Infrastructure
Water supplies and water infrastructure is needed to address firefighting capacity within the project site. Potential loss of water pressure during a fire may decrease available water supplies, and the potential loss of power may eliminate the supply of water to the project site. Therefore, the following discussion addresses water supplies, infrastructure, and power to evaluate potential wildfire risk impacts.

Project Site
Water for the proposed project would be provided by the City’s water supply (provided by Cal Water). The proposed project would require connection to City-owned utility and infrastructure. The applicant would be required to comply with all applicable standards, including public and private fire hydrants, to ensure the provision of adequate water pressure and durations as specified by the City’s Hydrant Ordinance. According to the Hydrant Ordinance, light industrial developments require a minimum flow of 2,000 gallons per minute at 20 psi residual pressure at any required fire hydrant.6 During the development review process for the proposed project, City staff and the Visalia Fire Department would review water flow and distribution requirements as well as infrastructure to confirm adequate water pressure for firefighting.

3.16.3 - Regulatory Framework
Federal
United States Department of Interior, Office of Wildland Fire This federal agency develops, reviews and updates federal policy related to wildland fire management to ensure consistent and effective program implementation across the Department of the Interior and its many partners. To that end, this federal agency adopted the 1995 Federal Wildland Fire Management Policy (January 2001), which sets forth the following that are relevant to this analysis:

1. Safety—Firefighter and public safety is the first priority. All Fire Management Plans and activities must reflect this commitment.

2. Fire Management and Ecosystem Sustainability—The full range of fire management activities will be used to help achieve ecosystem sustainability, including its interrelated ecological, economic, and social components.

3. Response to Wildland Fire—Fire, as a critical natural process, will be integrated into land and resource management plans and activities on a landscape scale, and across agency boundaries. Response to wildland fire is based on ecological, social, and legal consequences

5 California Department of Forestry and Fire Prevention (CAL FIRE). 2022. History of Wildfires. Website:
https://projects.capradio.org/california-fire-history/#9.77/36.3423/-119.3612. Accessed November 9, 2022. 6 City of Visalia. 2001. Municipal Code Section 16.36.120 Water mains, fire hydrants and fire department access. Website:
https://www.visalia.city/civicax/filebank/blobdload.aspx?blobid=4255. Accessed November 22, 2022.

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of the fire. The circumstances under which a fire occurs, and the likely consequences on firefighter and public safety and welfare, natural and cultural resources, and values to be protected dictate the appropriate management response to the fire.

4. Use of Wildland Fire—Wildland fire will be used to protect, maintain, and enhance resources and, as nearly as possible, be allowed to function in its natural ecological role.

Use of fire will be based on approved Fire Management Plans and will follow specific prescriptions contained in operational plans.

5. Rehabilitation and Restoration—Rehabilitation and restoration efforts will be undertaken to protect and sustain ecosystems, public health, and safety, and to help communities protect infrastructure.

6. Protection Priorities—The protection of human life is the single, overriding priority. Setting priorities among protecting human communities and community infrastructure, other property and improvements, and natural and cultural resources will be based on the values to be protected, human health and safety, and the costs of protection. Once people have been committed to an incident, these human resources become the highest value to be protected.

7. Wildland Urban Interface—The operational roles of federal agencies as partners in the WUI are wildland firefighting, hazardous fuels reduction, cooperative prevention and education, and technical assistance. Structural fire suppression is the responsibility of tribal, State, or local governments. Federal agencies may assist with exterior structural protection activities under formal Fire Protection Agreements that specify the mutual responsibilities of the partners, including funding. (Some federal agencies have full structural protection authority for their facilities on lands they administer and may also enter into formal agreements to assist State and local governments with full structural protection.)

8. Planning—Every area with burnable vegetation must have an approved Fire Management Plan. Fire Management Plans are strategic plans that define a program to manage wildland and prescribed fires based on the area’s approved land management plan. Fire Management Plans must provide for firefighter and public safety; include fire management strategies, tactics, and alternatives; address values to be protected and public health issues; and be consistent with resource management objectives, activities of the area, and environmental laws and regulations.

9. Science—Fire Management Plans and programs will be based on a foundation of sound science. Research will support ongoing efforts to increase our scientific knowledge of biological, physical, and sociological factors. Information needed to support fire management will be developed through an integrated interagency fire science program.

Scientific results must be made available to managers in a timely manner and must be used in the development of land management plans, Fire Management Plans, and implementation plans.

10. Preparedness—Agencies will ensure their capability to provide safe, cost-effective fire management programs in support of land and resource management plans through appropriate planning, staffing, training, equipment, and management oversight.

11. Suppression—Fires are suppressed at minimum cost, considering firefighter and public safety, benefits, and values to be protected, consistent with resource objectives.

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12. Prevention—Agencies will work together and with their partners and other affected groups and individuals to prevent unauthorized ignition of wildland fires.

13. Standardization—Agencies will use compatible planning processes, funding mechanisms, training and qualification requirements, operational procedures, values to be protected methodologies, and public education programs for all fire management activities.

14. Interagency Cooperation and Coordination—Fire management planning, preparedness, prevention, suppression, fire use, restoration and rehabilitation, monitoring, research, and education will be conducted on an interagency basis with the involvement of cooperators and partners.

15. Communication and Education—Agencies will enhance knowledge and understanding of wildland fire management policies and practices through internal and external communication and education programs. These programs will be continuously improved through the timely and effective exchange of information among all affected agencies and organizations.

16. Agency Administrator and Employee Roles—Agency administrators will ensure that their employees are trained, certified, and made available to participate in the wildland fire program locally, regionally, and nationally as the situation demands. Employees with operational, administrative, or other skills will support the wildland fire program as necessary. Agency administrators are responsible and will be held accountable for making employees available.

17. Evaluation—Agencies will develop and implement a systematic method of evaluation to determine effectiveness of projects through implementation of the 2001 Federal Fire Policy.

The evaluation will assure accountability, facilitate resolution of areas of conflict, and identify resource shortages and agency priorities.

State
California Emergency Response Plan
California has developed an emergency response plan to coordinate emergency services provided by federal, State, and local governments and private agencies. Responding to hazardous materials incidents is one part of this plan. The plan is administered by the California Governor’s Office of Emergency Services, which coordinates the responses of other agencies. When Tulare County experiences an emergency, an Emergency Operations Center may be opened. In the event an Emergency Operations Center is opened, emergency response team members coordinate efforts and work with local fire and police agencies, emergency medical providers, the California Highway Patrol, CAL FIRE, California Department of Fish and Wildlife (CDFW), and Caltrans.

California Department of Forestry and Fire Protection Threat Potential Mapping CAL FIRE has mapped fire threat potential throughout California. CAL FIRE maps fire threat based on the availability of fuel and the likelihood of an area burning (based on topography, fire history, and climate). The threat levels include no fire threat, Moderate, High, and Very High fire threat. While FHSZs do not predict when or where a wildfire will occur, they do identify areas where wildfire hazards could be more severe and, therefore, are of greater concern. According to the CAL FIRE FHSZ City of Visalia—Shirk and Riggin Industrial Project
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Maps for the LRA, the project site is classified as LRA Unzoned. Given this designation, the project site is outside of areas identified by CAL FIRE as having substantial or very high risk. The land immediately east, west, and south of the project site consists of agricultural uses with a mix of row crops and orchards, while the land to the south and west is used for industrial warehouses and residential uses. The land surrounding the project site is categorized as LRA Unzoned. The nearest VHFHSZ is located over 25 miles east of the project site. In addition, the Unit Strategic Fire Plan for the CAL FIRE Tulare Unit designates the project site as being located within an Agriculture area by the County.7
California Building Code
Chapter 7 of the 2022 California Building Standards Code (CBC) details the materials, systems, and/or assemblies used in the exterior design and construction of new buildings located within a WUI Fire Area. A WUI Area is defined in Section 702A as a geographical area identified by the State as a FHSZ in accordance with the Public Resources Code Sections 4201–4204 and Government Code Sections 51175–51189, or other areas designated by the enforcing agency to be at a significant risk from wildfires. The CBC details the materials, systems, and assemblies used for structural fire resistance and fire-resistance-rated construction separation of adjacent spaces to safeguard against the spread of fire and smoke within a building and the spread of fire to or from buildings. The City adopted the CBC in Chapter 15 of the City of Visalia Municipal Code (Municipal Code).

California Public Resources Code
California Public Resources Code Sections 4201-4204 and Government Code Sections 51175-51189 directs CAL FIRE to map FHSZ within SRAs and LRAs. Areas of significant fire hazards are identified based on fuels, terrain, weather, and other relevant factors. The FHSZs define the type of mitigation strategies to be applied to reduce risks associated with wildland fires. SRAs and were originally mapped by CAL FIRE in 1985 and LRAs in 1996. Within SRAs, the Director of CAL FIRE has designated areas as Moderate, High, and VHFHS. Outside of SRAs, but within LRAs, the Director of CAL FIRE was charged with recommending the locations of VHFHSZs. California Public Resources Code Sections 4291–4299 et seq. requires that brush, flammable vegetation, or combustible growth within 100 feet of buildings be maintained. Vegetation that is more than 30 feet from the building, less than 18 inches high, and is important for soil stability may be maintained, as may single specimens of trees or other vegetation that is maintained to manage fuels and would not form a means of rapid fire transmission from other nearby vegetation to a structure. California Public Resources Code Sections 4291–4299 et seq. applies to both high fire threat districts, as determined by the California Public Utilities Commission (CPUC) pursuant to its rulemaking authority, and SRAs. Additionally, the Public Resources Code outlines infraction fees, certification, and compliance procedures applicable with State and local building standards, including those described in Government Code Section 51189(b).

The California Public Resources Code includes fire safety regulations that restrict the use of equipment that may produce a spark, flame, or fire; require the use of spark arrestors8 on construction equipment that use an internal combustion engine; specify requirements for the safe

7 California Department of Forestry and Fire Prevention (CAL FIRE). 2022. Unit Strategic Fire Plan CAL FIRE/Tulare Unit. May. 8 A spark arrestor is any device that prevents the emission of flammable debris from a combustion source (i.e., fireplaces, internal combustion engines, and wood burning stoves).

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use of gasoline-powered tools in fire hazard areas; and specify fire suppression equipment that must be provided on-site for various types of work in fire-prone areas.

These regulations include the following:
• Earthmoving and portable equipment with internal combustion engines will be equipped with a spark arrestor to reduce the potential for igniting a wildland fire (Public Resources Code [PRC] § 4442).
• Appropriate fire suppression equipment will be maintained during the highest fire danger period—from April 1 to December 1 (PRC § 4428).
• On days when a burning permit is required, flammable materials will be removed to a distance of 10 feet from any equipment that could produce a spark, fire, or flame, and the construction contractor will maintain the appropriate fire suppression equipment (PRC § 4427). • On days when a burning permit is required, portable tools powered by gasoline-fueled internal combustion engines will not be used within 25 feet of any flammable materials (PRC § 4431).

Regional
CAL FIRE Tulare Unit Strategic Fire Plan
The CAL FIRE Tulare Unit Strategic Fire Plan (Fire Plan), updated in May 2022, is the most current document that assesses the wildland fire situation throughout the SRA within CAL FIRE jurisdiction.

The Fire Plan was created to assist the CAL FIRE Tulare Unit with pre-suppression projects which exist within each Battalion. The CAL FIRE Tulare Unit plans, identifies, and evaluates priority landscape, fire hazards, and wildfire risk. Additionally, it identifies opportunities for reducing structural ignitability, and identifies potential fuel reduction projects and techniques for minimizing those risks.

The Fire Plan gives an overview of CAL FIRE Tulare Unit Battalions and ranks these areas in terms of priority needs as well as identifies the areas of SRA. According to the Fire Plan, 19.3 percent of Tulare County areas are within an SRA. Tulare County is broken up into four different fuel management areas, including Badger, Kaweah, Tule, and Fountain Springs. The project site is located adjacent to Kaweah Battalion 4112, but is not within an SRA and is not directly within the jurisdiction of a fuel management area.
9 The CAL FIRE Tulare Unit has mutual aid agreements with the Visalia Fire Department.

Multi-Jurisdictional Local Hazard Mitigation Plan
The Multi-Jurisdictional Local Hazard Mitigation Plan (MJLHMP), updated in 2017, assesses the natural, technological, and human-caused risks to County communities, and reduces the potential impact of the hazards by creating mitigation strategies. The MJLHMP complies with The Federal Disaster Mitigation Act of 2000 (DMA 2000), Federal Register 44 Code of Federal Regulations Parts 201 and 206. This law, as of November 1, 2004, requires local governments to develop and submit hazard mitigation plans as a condition of receiving Federal Emergency Management Agency (FEMA) Hazard Mitigation Grant Program (HMGP) and other mitigation project grants. The County; the Cities

9 California Department of Forestry and Fire Prevention (CAL FIRE). 2022. Unit Strategic Fire Plan CAL FIRE/Tulare Unit. May.

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of Dinuba, Exeter, Farmersville, Lindsay, Porterville, Tulare, Visalia, and Woodlake; the Tule River Tribe; and Tulare County Office of Education staffs coordinated to prepare the MJLHMP.

Local
City of Visalia Municipal Code
Visalia Fire Code
Chapter 8.20 of the Municipal Code details the Visalia Fire Code, which is an adoption of the 2019 California Fire Code with some amendments. The purpose of the Visalia Fire Code is to regulate the safeguarding of life, property, and public welfare to a reasonable degree from the hazards of fire, hazardous materials release, and/or explosion due to handling of dangerous and hazardous materials, conditions hazardous to life or property in the occupancy and use of buildings and premises, the operation, installation, construction, and location of attendant equipment, the installation and maintenance of adequate means of egress, and providing for the issuance of permits and collection of fees.

Visalia Hydrant Ordinance
Chapter 16.36.120 of the Municipal Code outlines the following requirements for water mains, fire hydrants, and fire department access:

The subdivider shall install water mains, fire hydrants and provide fire department access when required. The costs associated with such installations shall be at the expense of the subdivider. Fire hydrants, water mains and fire department access shall be installed in accordance with the following:

A. The water system, including water mains and fire hydrants, shall be installed and in operation prior to the commencement of building construction on any site within the subdivision unless otherwise authorized by the fire marshal, fire chief and/or their designee.

B. Fire hydrants shall be of a type approved by the fire marshal, fire chief and/or their designee.

C. The minimum water main line size to serve any fire hydrant shall be 6 inches in diameter.

D. A gate valve shall be installed between the tee in the main and the fire hydrant.

E. Minimum water flow shall comply with the following requirements:

1. Single-family developments shall require a minimum flow of 1,000 gallons per minute at 20 psi residual pressure at any required fire hydrant. 2 Multi-family, one or two story, zero lot line clearance, condominiums, and mobile home parks, light commercial and light industrial developments shall require a minimum flow of 2,000 gallons per minute at 20 psi residual pressure at any required fire hydrant.

3. Multi-family, three stories or higher, heavy commercial and heavy industrial development shall require a minimum flow of 2,500 gallons per minute at 20 psi residual pressure at any required fire hydrant.

F. Water systems, other than California Water Service Company mains, supplying fire hydrants shall comply with the current adopted Fire Code.

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1. A backup pump shall be provided with an alternative source of power and the backup pump shall be capable of supplying the required fire flow.

2. The alternative source of power must be different from the primary course of power and must be installed with the capacity of delivering the minimum flow requirements specified above and comply with the flow duration established in the Uniform Fire Code.

3. The alternative source of power shall automatically turn on in the event of failure of the primary source of power.

G. Fire hydrant spacing shall comply with the following requirements:
1 Single-family residential developments shall be provided with fire hydrants every 600 lineal feet of residential frontage. In isolated developments, no less than two fire hydrants shall be provided not more than 600 lineal feet apart from one another.

2. Multi-family, zero lot line clearance, mobile home park or condominium developments shall be provided with fire hydrants every 400 feet of residential frontage. In isolated developments, no less than two fire hydrants shall be provided not more than 400 lineal feet apart from one another.

3. Multi-family or condominium developments with 100 percent coverage fire sprinkler systems shall be provided with fire hydrants every 600 lineal feet of multi-family or condominium frontage. In isolated developments, no less than two fire hydrants shall be provided not more than 600 lineal feet apart from one another. 4 Commercial and industrial shall be provided with fire hydrants every 300 hundred feet of commercial or industrial frontage. In isolated developments, no less than two fire hydrants shall be provided not more than 300 lineal feet apart from one another.

5. Commercial or industrial developments with 100 percent coverage fire sprinkler systems shall be provided with fire hydrants every five hundred lineal feet of commercial or industrial frontage. In isolated developments, no less than two fire hydrants shall be provided not more than 5000 lineal feet apart from one another.

6. When any portion of a building is in excess of 150 feet from a water supply on a public street, there shall be provided, when required by the fire marshal, fire chief and/or their designee, on-site fire hydrants and water mains capable of supplying the required fire flow, or suitable fire appliances of a type approved by the fire marshal, fire chief and/or their designee.

7. Any building provided with a fire sprinkler system shall provide a fire hydrant within 50 feet of the fire department connection.

8. The exact location of fire hydrants within or adjacent to subdivisions and the final decision as to the number of fire hydrants shall be at the discretion of the fire marshal, fire chief, and/or their designee.

H. Fire department access shall comply with current adopted Fire Code.

I. Every building constructed shall be accessible to fire department apparatus by way of access roadways with an all weather driving surface of not less than 20 feet of unobstructed width, capable of supporting the imposed loads of fire apparatus and having a minimum of 13 feet 6 inches in vertical clearance. Dead-end access roadways longer than 150 feet shall have a turn- around area designed and constructed in accordance to City standards. When deemed City of Visalia—Shirk and Riggin Industrial Project
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necessary by the fire marshal, fire chief and/or their designee, access road will be declared fire lanes and will comply with the requirements established in the Uniform Fire Code. Fire department access shall be provided prior to the commencement of building construction on any site within the subdivision unless otherwise authorized by the fire marshal, fire chief and/or their designee.

J. Nothing in the above regulations shall prevent the fire marshal, fire chief, and/or their designee from making special requirements as based on the appropriate level of fire protection for a particular system.

K. The fire chief may adopt, amend and enforce regulations necessary to implement this section, in accordance with the procedures outlined in the City's policy permitting adoption, amendment or repeal of regulations. (Ord. 2017-01 (part), 2017: Ord. 2013-07, 2013).

City of Visalia Emergency Operations Plan
The City’s Emergency Operations Plan (EOP) was adopted in 2011. The City’s EOP is designed to establish a framework for implementation of the California Standardized Emergency Management System for the City, which is located within the Governor's Office of Emergency Service’s Mutual Aid Region V. The City’s EOP is used in conjunction with the Tulare County’s EOP , which incorporates the County’s updated 2011 Evacuation Plan, establishes responsibilities, threat levels, and triggers for evacuation, evacuation areas, and evacuation routes to be used in case of catastrophic emergencies, including wildfire. The EOP also addresses the planned response to extraordinary emergency situations associated with natural disasters, technological incidents, and national security emergencies in or affecting the City of Visalia.

This plan accomplishes the following:
• Establishes the emergency management organization required to mitigate any significant emergency or disaster affecting the City of Visalia.
• Identifies the policies, responsibilities and procedures required to protect the health and safety of the City of Visalia community, public and private property and the environmental effects of natural and technological emergencies and disasters. • Establishes the operational concepts and procedures associated with Initial Response Operations (field response) to emergencies, the Extended Response Operations (City Emergency Operations Center [EOC] activities) and the recovery process.

City of Visalia General Plan
Chapter 8: Safety and Noise
Policies and Objectives
S-O-5 Provide a comprehensive program of safety services including police, fire and medical response in all parts of the Visalia Planning Area.

S-O-6 Provide comprehensive emergency response and evacuation routes for Visalia area residents.

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S-P-21 Develop a community wildfire mitigation plan that identifies and prioritizes areas for hazard fuel reduction treatments, and recommend the types of methods of treatments.

S-P-22 Manage vegetation in areas within and adjacent to public rights-of-way and in close proximity to critical facilities in order to reduce the risk of tree failure and property damage and avoid creation of wind acceleration corridors within vegetated areas.

S-P-25 Implement a fuel reduction program, such as the collection and disposal of dead fuel, within publicly-owned open spaces and around critical facilities located within a high and very high wildfire zones.

S-P-27 Implement a fuel modification program, which also includes residential maintenance requirements and enforcement, plan submittal and approval process, guidelines for planting, and a listing of undesirable plant species. Require builders and developers to submit their plans, complete with proposed fuel modification zones, to the Fire Department for review and approval prior to beginning construction.

S-P-28 Assist in solving the incendiary problem by improving law enforcement and investigation equipment, adapting equipment available in other fields; and purchasing new equipment where needed. Implement “no burn” programs, particularly in areas outside of immediate response zones of fire stations.

S-P-30 Integrate the Tulare County Hazard Mitigation Plan, in particular the hazard analysis and mitigation strategy sections, into the development review process, the Emergency Operations Plan, and Capital Improvement Program, as appropriate.

3.16.4 - Methodology
Wildfire impacts are considered on the basis of: (1) off-site wildland fires that could result due to the proposed project, and (2) on-site generated combustion that could affect surrounding areas. The proposed project’s potential impacts associated with wildfires have been evaluated using a variety of resources, including CAL FIRE maps showing FHSZs, Fire and Resource Assessment Program (FRAP) and fire history, vegetation data from the Biological Resources Assessment and Phase I Environmental Site Assessment,
10 project location maps, and a review of the project site’s

10 Ninyo & Moore. 2022. Phase I Environmental Site Assessment Northeast Corner of West Riggin Avenue and Kelsey Street. July 20.

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characteristics. Using the aforementioned resources and professional judgment, impacts were analyzed according to California Environmental Quality Act (CEQA) significance criteria described below.

3.16.5 - Thresholds of Significance
The Lead Agency derives its significance criteria based on the questions in the CEQA Guidelines Appendix G Environmental Checklist. Accordingly, wildfire impacts from implementation of the proposed project would be considered significant:

If located in or near SRAs or lands classified as VHFHSZ, the proposed project would:
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. d) Expose people or structures to significant risks, including downslope or downstream flooding or landslides, as a result of runoff, post-fire slope instability, or drainage changes.

3.16.6 - Project Impacts and Mitigation Measures
This section discusses potential impacts associated with the development of the proposed project and provides feasible mitigation measures if required.

Emergency Response/Evacuation Plan Consistency
Impact WILD-1: If located in or near an SRA or lands classified as a VHFHSZ, would the project substantially impair an adopted emergency response plan or emergency evacuation plan?
Impact Analysis
As noted in the Hazards and Hazardous Materials section under Impact HAZ-7, the project site is not located in or near an SRA or lands classified as a VHFHSZ, pursuant to the CAL FIRE’s Fire Hazard Severity Zone Map.11 According to the CAL FIRE FHSZ Maps for the LRA, the project site is classified as LRA Unzoned, which means that the project site is outside of areas identified by CAL FIRE as having substantial or very high risk. The Unit Strategic Fire Plan for the CAL FIRE Tulare Unit designates the project site as being located within an Agriculture area by the County.12 Additionally, as discussed above, there is no history of wildfires on or near the project site.

Accordingly, the project site is not considered a high wildfire prone area. Therefore, because the

11 Ibid.
12 California Department of Forestry and Fire Prevention (CAL FIRE). 2022. Unit Strategic Fire Plan CAL FIRE/Tulare Unit. May.

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project site is not located in or near an SRA or lands classified as a VHFHSZ, there would be a less than significant wildfire impact.

During construction, construction equipment and vehicles would access and leave the project site, which in turn could potentially impede evacuation or Emergency Vehicle Access (EVA). The City General Plan designates SR-198, SR-99, and SR-63 as evacuation routes consistent with the Tulare County Evacuation Plan.13 The foregoing State Routes are located 2 miles, 2.15 miles, and 3.66 miles from the project site, respectively. In addition to these evacuation routes that would likely be used in the event of a wildfire emergency, there are other main arterial roads that are in the vicinity and readily accessible, which could reasonably be assumed to serve as emergency evacuation routes in the project vicinity.

The proposed project’s primary access roads (Kelsey Street, Clancy Street, Shirk Street, and Riggin Avenue) allow adequate egress/ingress to the project site in the event of an emergency. These streets would connect to an internal road network within the project site, providing ample access for emergency vehicles in case of an emergency. Given the multiple evacuation routes available to the proposed project as well as other community members, coupled with several alternate main arterial roads that provide access to these identified evacuation routes, the proposed project’s construction would not substantially impair these evacuation routes.

Furthermore, the proposed project would be designed in accordance with the applicable City standards and the Tulare County MJLHMP to accommodate emergency evaluation by providing safe and ready access for emergency equipment and provide alternate routes for evacuation. As such, the proposed project would not substantially impair any adopted emergency response plan or emergency evacuation plan.

In conclusion, because the project site is not located in or near an SRA or lands classified as a VHFHSZ, the proposed project would have a less than significant impact in this regard. Moreover, the project site is not considered a high wildfire prone area, and the proposed project would not introduce environmental or public safety hazards that would increase the risk of ignition and or impede evacuation such that any existing environmental hazards would be exacerbated. Impacts would be less than significant.

During operation, the proposed project would be readily and adequately served by police and fire services (see Section 3.13, Public Services). Given the industrial nature of the proposed project, it would not create a permanent residential increase in population unaccounted for in the General Plan that could lead to overwhelming calls for emergency services. Additionally, the proposed project is not expected to trigger the need for significant additional law enforcement, fire protection, or emergency services. As noted above, given the availability of multiple evacuation routes available to the proposed project as well as other community members, coupled with several alternate main arterial roads that provide access to these identified evacuation routes, the proposed project’s operation would not substantially impair these evacuation routes and would not substantially impair any adopted emergency response plan or emergency evacuation plan. Furthermore, the proposed

13 City of Visalia. 2014. Visalia General Plan Chapter 8: Safety and Noise.

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project would be designed to be consistent with all applicable Fire Code requirements and standards. Therefore, no mitigation is required and impacts would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance
Less than significant impact.

Expose Project Occupants to Pollutant Concentrations from Wildfire Impact WILD-2: If located in or near an SRA or lands classified as a VHFHSZ, would the project 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?
Impact Analysis
A significant impact would occur if the project site were located in or near an SRA or lands classified as a VHFHSZ, and also contained specific conditions that would exacerbate wildfire risks, including exposure to wildfire related pollutants or uncontrolled spread of a wildfire. As noted above, the project site is not located in or near an SRA or lands classified as a VHFHSZ. Therefore, because this is the case, there would be a less than significant wildfire impact.

Slope and wind speed and can influence the spread of fires. Upslope topography eventually increases the spread rate of the fire in all fuel beds over flat conditions. As described previously, the project site has an elevation of approximately 303 feet above mean sea level (AMSL). The project site is predominantly flat with a gentle slope to the northwest.

The nearest air monitoring station that measures meteorological data is the Visalia Municipal Airport Station, located approximately 2.87 miles southwest of the project site. According to the California Air Resources Board (ARB), this station has an average wind speed of 6.9 mph and an annual maximum of 12 mph.
14 While these wind speeds could potentially spread wildfires, the project site and vicinity are not in or near a WUI zone, and are bordered by urban development on two sides, with similar development planned in the area in the immediate future.15 Annual prevailing winds in the City of Visalia are from the northwest; therefore, the prevailing winds would blow fire embers away from the project site and would not exacerbate fire risk. 16 As such, the
project site and its surroundings do not embody conditions that would exacerbate wildfire in this regard.

14 California Air Resources Board (ARB). 2022. Tulare County – All Networks Annual Resultant Wind Summary Data 2022. Website:
https://www.arb.ca.gov/aqmis2/display.php?param=WINSPD_mph&year=2022&mon=8&day=18&hours=all&county_name=54- Tulare&basin=--AIR+BASIN--&latitude=--PART+OF+STATE--
&report=ASRPT&order=state%2Cbasin%2Ccounty_name%2Cname&network%5B%5D=ALL&submit=Retrieve+Data&ptype=met.

Accessed August 18, 2022.
15 California Department of Forestry and Fire Prevention (CAL FIRE). 2019. Wildland Urban Interface (WUI). December. 16 Western Regional Climate Center. 2022. Prevailing Wind Direction. Website:
https://wrcc.dri.edu/Climate/comp_table_show.php?stype=wind_dir_avg. Accessed November 22, 2022.

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As noted in Impact WILD-1, the project site is not in a wildfire prone area. Additionally, the proposed project would not exacerbate exposure to pollutant concentrations due to wildfires.

The project site is designated as LRA Unzoned, which are considered areas with low fire frequency.

The potential for wildfire on the project site is not considered high. In addition, the project site has not previously experienced wildfire. The reduction in fuel load and relatively flat slope, as well as agricultural irrigation, further reduces the potential for wildfire to spread on-site. The proposed project would be adequately served by fire hydrant water pressure in accordance with applicable water distribution design criteria.

Given that the project site does not experience consistent high winds, is not located in or near an area of steep terrain or an area experiencing historical wildfire, and would be adequately served by water supplies, the project site would not be prone to greater wildfire risk.

During construction and operation, the proposed project would comply with applicable existing California Fire Code (Municipal Code 8.20) standards and requirements related to the maintenance of mechanical equipment, handling and storage of flammable materials, and cleanup of spills of flammable materials, as well as the installation of sprinkler systems and fire/smoke detection devices. The proposed project is not anticipated to expose project occupants to pollutant concentrations from a wildfire or the uncontrolled spread of wildfire due to slope, prevailing winds, and other factors during construction.

In conclusion, because the project site is not located in or near an SRA or a VHFHSZ, it does not meet the threshold for a potentially significant impact. Moreover, the relatively flat terrain, lack of prevailing winds or other factors, the proposed project would not exacerbate wildfire risks and thereby expose project occupants to pollutant concentrations from a wildfire or the uncontrolled spread of a wildfire. Therefore, no mitigation is required and impacts would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance
Less than significant impact.

Infrastructure That Exacerbates Fire Risk
Impact WILD-3: If located in or near SRAs or lands classified as VHFHSZ would the project 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?
Impact Analysis
See Impacts WILD-1 and WILD-2. The project site is not located in or near an SRA or lands classified as a VHFHSZ. Therefore, there would be a less than significant wildfire impact.

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Development of the proposed project would include road improvements and internal roadways to allow for vehicular travel. However, the proposed project would not require the installation of firebreaks, because it is in a generally urbanized area surrounded by existing urban development with little natural vegetation and is not considered a high wildfire prone area, as discussed at length above.

The proposed project would be required to implement applicable provisions of the Fire Code, including, among others, adhering to the minimum fire flows, the minimum spacing for and numbers of fire hydrants, sprinkler systems, smoke detection devices, and fire department access requirements.

Fire hydrants must be of a type approved by the Fire Marshal or Fire Chief. Therefore, the project site would have adequate water supplies for firefighting purposes and would have adequate access to fire hydrants, as well as adequate emergency access. New utilities such as electrical power and natural gas lines would be installed below ground, helping to reduce potential ignition and related fire risk above ground, as well as reducing the possibility of a power outage during a fire since underground power lines are less likely to be damaged by falling branches or flying debris.

In conclusion, due, in part to its location and the incorporation of project design features such as road improvements, availability of adequate water supply for firefighting purposes, undergrounding of new utility lines, and adherence to applicable laws and regulations relating to fire protection, 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 risk or that may result in temporary or ongoing impacts to the environment.

Therefore, no mitigation is required, and impacts would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance
Less than significant impact.

Flooding and Landslide Hazards Due to Post-fire Slope Instability/Drainage Changes Impact WILD-4: If located in or near an SRA or lands classified as a VHFHSZ, would the project 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?
Impact Analysis
See Impacts WILD-1 through WILD-3.

The project site is not located on or near steep slopes susceptible to landslides or downstream flooding. As discussed previously, the project site has also not been affected by previous wildfires that could have resulted in drainage changes or loss of vegetation. Additionally, the project site is not located in or near fire-prone areas, such as unmanaged open space or a designated fire hazard zone.

In addition, the proposed project would be required to implement a SWPPP pursuant to applicable laws and regulations, which would include erosion and sediment control BMPs during construction, thereby reducing the potential of erosion and siltation during construction and would control potential flooding events that could occur during construction. Also, the proposed project would City of Visalia—Shirk and Riggin Industrial Project
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install an on-site storm drainage system consisting of inlets, underground piping, and detention basins that would be required to adhere to all applicable standards and requirements pursuant to applicable laws and regulations. Runoff would drain to the proposed project’s drainage system located throughout the project site. The system would be designed to meet all applicable standards and requirements including accommodating a 100-year storm event and would be required to detain runoff and release it at a rate no greater than the pre-development condition of the project site.

In conclusion, the project site is not considered a high wildfire prone area; it would be required to implement all applicable standards and requirements related to wildfires and fire protection.

Therefore, the proposed project would not 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. No mitigation is required, and impacts would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance
Less than significant impact.

3.16.7 - Cumulative Impacts
The geographic scope of the cumulative wildfire analysis is the City of Visalia and the western portion of Tulare County because based on the overall topography and existing development (including natural and man-made fire breaks), a fire event beyond this geographic scope is unlikely to affect the proposed project, and any fires starting in the project site and vicinity would not likely significantly affect lands beyond this geographic scope. The cumulative setting includes the built development and the wildland areas within the foregoing geographic scope. The cumulative projects relevant to this analysis include those listed in Chapter 3, Project Description, Table 3-1, Cumulative Projects. The City contains mostly urban and suburban uses with relatively little open space or foothill areas that would be susceptible to wildfire hazards. The western portion of Tulare County, which lies west of Sequoia National Park, contains the cities of Visalia, Tulare, Farmersville, Exeter, Woodlake, Lindsay, Porterville, and Dinuba as well as many “Urban Development” areas as identified by the Tulare County General Plan.17 The western portion of Tulare County is predominantly within an LRA, with areas to the east of the cities of Woodlake, Exeter, Lindsay and Porterville identified as areas of “Moderate” and “High) FHSZ within a SRA.18 According to CAL FIRE, there are no VHFHSZs within City boundaries or its Sphere of Influence (SOI). With respect to the western portion of Tulare County, which is predominantly within an LRA, there are no areas identified as VHFHSZ.19 In addition, there are no SRA within the City or the western portion of Tulare County, and none of the cumulative projects are located in or near an SRA or lands classified as a VHFHSZ.

Because none of the cumulative projects are located in or near an SRA or lands classified as a VHFHSZ cumulative impacts would be less than significant.

17 Tulare County. 2021. Tulare County General Plan 2030 Update. August. 18 California Department of Forestry and Fire Protection (CAL FIRE). 2023. FHSZ Viewer. Website: https://egis.fire.ca.gov/FHSZ/.

Accessed February 23, 2023.
19 Ibid.

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Moreover, a combination of federal, State, and local laws and regulations help to limit or minimize the potential for exposure to wildfires by reducing the amount of development in WUI areas, ensuring new projects are developed according to the CBC and Fire Code and related standards and requirements, and incorporating mandates for fire-resistant construction into land use planning.

There are several plans at the County and City level that further help to implement various requirements, recommendations and guidelines to further reduce risks associated with wildfires.

The Cumulative Development listed in Table 3-1 (See Chapter 3: Environmental Impact Analysis) consists predominantly of residential, commercial, and industrial developments, which would result in an additional number of persons and structures with the geographic scope. Planned uses proposed by the cumulative projects would increase the need for emergency services to a certain degree, and all development would be required to comply with applicable emergency access requirements and other Fire Code related mandates (e.g., relating to fire hydrants, fire flow, etc.), which would be imposed as enforceable standard conditions of approval. Given the location of the relevant cumulative developments, it is anticipated that the identified evacuation routes of SR-198 (east–west), SR-99 (north–south), and SR-63 (north–south) would be available and would not be substantially impaired. The cumulative developments would also need to comply with applicable laws and regulations relating to erosion and sediment control, thereby helping to further reduce significant risks, including downslope or downstream flooding or landslides, as a result of runoff, post-fire slope instability, or drainage changes.

There would be cumulative project construction (including the installation and/or maintenance of associated infrastructure such as roads, fuel breaks, emergency water sources, power lines or other utilities. However, adherence to applicable laws and regulations would help to ensure that cumulative development would not result in permanent road closures, nor impede established emergency access routes or interfere with emergency response requirements. Accordingly, cumulative projects would not exacerbate wildfire risk.

The proposed project’s contribution would not be cumulatively considerable. Moreover, the project site is not in a high fire-prone area, is relatively flat and not prone to flooding, does not have a history of prior wildfires, and would be required to adhere to all applicable laws and regulations relating to emergency access, use of fire-resistant materials, availability of adequate fire hydrants and fire flow supply/pressure, and sediment and erosion control. The proposed project is therefore not expected to exacerbate wildfire hazards or substantially impair emergency/evacuation response.

No mitigation is required and cumulative impacts would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Cumulative Significance
Less than significant impact.

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CHAPTER 4: EFFECTS FOUND NOT TO BE SIGNIFICANT

4.1 - Introduction
This chapter is based, in part, on the Notice of Preparation (NOP) of an Environmental Impact Report (EIR), dated August 30, 2022, and contained in Appendix A of this Draft EIR. The NOP was prepared to identify the potentially significant effects of the proposed project and was circulated for public review between August 30, 2022, and September 28, 2022. During the NOP scoping period, certain impacts were anticipated to be less than significant given the nature of the various project components and the project site. In addition, in preparing this Draft EIR, certain other impacts have been determined to be less than significant in accordance with applicable provisions of the California Environmental Quality Act (CEQA) as detailed more fully herein and based on substantial evidence in the record.

This chapter provides a brief description of effects found not to be significant or less than significant, based on the NOP and NOP public comments received, as well as more detailed analysis conducted as part of the EIR preparation process. No NOP public comments were received during the NOP scoping period related to Mineral Resources, Population and Housing, and Parks and Recreation.

Further information and analysis is set forth below as to the basis for concluding that the foregoing environmental topic areas would not result in any significant impacts. In addition to these topic areas, there are certain impacts in other environmental topic areas that were found to be less than significant, which are addressed in the various EIR topical sections (Sections 3.1 through 3.16), providing further comprehensive discussion to support the conclusion of less than significant, in order to better inform decision-makers and the general public.

4.2 - Environmental Effects Found Not To Be Significant

4.2.1 - Mineral Resources
Loss of Mineral Resources of Statewide or Local Importance There are no mineral resource recovery sites on the project site or in the vicinity; in fact, there are none within the entire City of Visalia Planning Area.
1 Therefore, implementation of the proposed
project would not result in the loss of a locally important mineral resource recovery site delineated by an applicable land use plan. A Mineral Resource Zones (MRZ) and Resources Sectors map prepared by the California Geological Survey indicates that the project site is located outside of known mineral deposits of significance. Furthermore, given available information, the project site does not contain any known mineral resources. In addition, the project site is currently zoned for agricultural purposes, which does not include any mineral resource-related operations. As such, no known mineral resources would be impacted by the proposed project, and there would be no impact.

1 California Geological Survey. 2022. CGS Information Warehouse: Mineral Land Classification. Website:
https://maps.conservation.ca.gov/cgs/informationwarehouse/mlc/. Accessed August 19, 2022.

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4.2.2 - Population and Housing
Growth Inducement
The proposed project’s potential growth-inducing impacts are discussed in Chapter 5, Other CEQA Considerations. As detailed more fully therein, growth-inducing impacts consider whether a project could foster economic or population growth, or the construction of additional housing, either directly or indirectly, in the surrounding environment. For example, direct population growth would result if the proposed project were to include residential units. Because the proposed project is industrial in nature and would not develop single-family or multi-family residential uses, no direct population growth would be expected to occur as a result of the proposed project. In terms of the removal of any direct barriers to growth, this would not occur due to the proposed project because it does not propose removing any existing obstacles that currently prevent growth within the City.

For example, the proposed project would not require expansion of existing water, wastewater, and/or other public facilities and services beyond what was already planned for in the General Plan.

Furthermore, the utility infrastructure installed as part of the proposed project would be sized and located expressly to serve the proposed project and would not, therefore, induce growth in the project vicinity.

Given the nature of the proposed project, it would likely be staffed primarily by local employees once operational. As of July 2022, the City had an unemployment rate of 4.2 percent, indicating a presence of approximately 6,005 unemployed workers.
2 Approximately 22.5 percent of the City’s
workforce works in industry sectors that the proposed project would occupy, including wholesale trade, manufacturing, retail trade, and transportation and warehousing.3 Therefore, it is reasonable to conclude there are at least 1,352 workers eligible to work in wholesale trade, manufacturing, retail trade, and transportation and warehousing sectors in the City.4 Thus, the proposed project would likely be able to hire from the City’s existing labor force. Furthermore, according to the U.S.

Census Bureau 2011–2015 5-Year American Community Survey (ACS) Commuting Flows, there are a total of 140,091 workers who both live in Tulare County and commute to work within the County.5 It is reasonable to assume that workers who currently reside in the Tulare County near the City of Visalia would continue to commute to work and thus also would be available to serve as employees for the proposed project. Nonetheless, a certain number of additional employees could potentially transfer into the area as a result of the proposed project, resulting in a certain amount of population growth. However, the General Plan projected that the population would grow from 125,000 people in 2014 to 210,000 people by 2030, which corresponds to an average annual growth rate of 2.6 percent. Employment in the City was projected to increase by 39 percent between 2010 and 2030, with a total of 25,520 new jobs projected during this time frame.6 The population growth caused by increased employment would be within the planned growth anticipated in the General Plan.

2 State of California.2022. Monthly Labor Force Data for Cities and Census Designated Placed (CDP) July 2022. August 19. 3 United States Census. “OnTheMap” Tool. Website: https://onthemap.ces.census.gov/. Accessed August 26,2022. 4 6005 * .225 = 1,352
5 United States Census. 2011–2015 5-Year ACS Commuting Flows. Website: https://www2.census.gov/programs- surveys/demo/tables/metro-micro/2015/commuting-flows-2015/table1.xlsx. Accessed November 17, 2022. 6 City of Visalia. 2014. Visalia General Plan Chapter 2: Land Use. October.

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Additionally, the industrial uses on the project site were anticipated by the City in the General Plan, and thus the City generally assumed this number of employees needed for such a project. It is reasonable to conclude that any increase in potential housing demand could be readily absorbed by the local housing inventory and/or the pending and approved residential projects in the City and the surrounding area. As of this writing, the current housing vacancy rate in the City is approximately 3.9 percent, and the County current vacancy rate is approximately 5.7 percent.7 Thus, the proposed project would not result in a significant, unplanned change to the population of the City or alter the location, distribution, density, intensity, or growth rate of the anticipated population planned for the City. Therefore, direct and indirect impacts would be less than significant.

Further, implementation of the proposed project would not make a cumulatively considerable contribution to this already less than significant cumulative impact because the City is not experiencing unplanned growth and the project site has already been planned for industrial development; thus, the proposed project would be consistent with the City’s long-range planning and land use vision for the project site and vicinity and would improve the overall jobs/housing projections by providing job opportunities within the City. Therefore, project implementation would not result in potentially significant cumulative impacts to population and housing.

Displacement of Persons or Housing
The project site does not currently have any residential structures on the premises and consists entirely of agricultural land used as an almond grove. Because there are no residential structures located on the project site, no people would be directly or indirectly displaced by the proposed project. Furthermore, because the proposed project would not result in the displacement of any persons or housing, it would not contribute to any potential cumulative impact in this regard. There would be no impact.

4.2.3 - Parks and Recreation
Physical Deterioration of Park and Recreational Facilities As of 2014, the City has maintained approximately 640 acres of park and recreational lands within its jurisdiction. The City would need to provide a minimum of 429 additional acres of park land to reach a total of 1,048 acres by 2030 to meet its park standard for neighborhood and community parks of

5.0 acres per 1,000 residents at General Plan buildout.8 According to the City of Visalia General Plan, as of October 2014, the City has provided parks at a rate of 5.1 acres for every 1,000 residents and continues to implement a successful strategy preserving and providing parks.9 The City currently has approximately 4.74 acres of park per 1,000 residents. The City recently approved the East Side Regional Park and Groundwater Recharge Project, which will provide approximately 139 acres of active recreational amenities and 130 acres of passive amenities in the eastern portion of the City.

That project would contribute to the City’s park ratio goal. The proposed project would pay into capital improvement program to fund the East Side Regional Park and Groundwater Recharge Project and other future parks projects to offset impacts to park and recreation facilities.

7 California Department of Finance. 2022. E-5 Population and Housing Estimates for Cities, Counties, and the State, 2020-2022. 8 City of Visalia. 2014. General Plan–Parks, Schools, Community Facilities, and Utilities. October 14. 9 Ibid.

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Furthermore, the nearest public park to the project site is Lion’s Park, located approximately 0.38 miles southeast of the project site. As discussed above, the proposed project is anticipated to generate a total of approximately 4,100 new employees at full buildout, and it is thus reasonable to assume that some of these employees would utilize, at least to some degree, the City’s available park and recreational facilities during the workday. However, given the nonresidential, industrial nature and location of the proposed project, it is likely that any such use would be limited and thus would not result in substantial physical deterioration of park and recreational facilities occurring or being accelerated. Moreover, as discussed in detail above, because the proposed project would not be expected to result in a significant increase to the population of the City (given the primarily local nature of the anticipated workforce), the quantity of existing visitors and total facility usage would not likely increase significantly as a result of the proposed project. As such, the proposed project would not result in substantial physical deterioration of existing park and recreational facilities, and therefore impacts in this regard would be less than significant.

New or Expanded Recreational Facilities
Because the proposed project is not located within or adjacent to any designated natural or open space areas and would not likely significantly increase the City’s residential population (given the primarily local nature of the anticipated workforce), coupled with the limited likely employee usage of such facilities, the proposed project would not trigger the need to construct new or expanded park and recreational facilities to ensure that the applicable ratio of parks to residents would be maintained. Accordingly, there would be less than significant impact in this regard.

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CHAPTER 5: OTHER CEQA CONSIDERATIONS
California Environmental Quality Act (CEQA) Guidelines Section 15126 requires that all aspects of a project be considered when evaluating its impact on the environment, including planning, acquisition, development, and operation. As part of this analysis, the Draft Environmental Impact Report (Draft EIR) must identify (1) significant environmental effects of the proposed project; (2) significant environmental effects which could not be avoided if the proposed project were implemented; (3) significant irreversible environmental changes which would be involved in the proposed project should it be implemented; (4) growth-inducing impact of the proposed project; (5) mitigation measures proposed to minimize the significant effects; and (6) alternatives to the proposed project.

This chapter provides a discussion of other CEQA-mandated topics, including significant unavoidable impacts, growth inducement, and significant irreversible environmental changes, if any, which would be involved in the proposed project should it be implemented. Chapter 3, Environmental Impact Analysis, describes the significant environmental effects of the proposed project and provides mitigation measures proposed to minimize significant effects to the extent feasible. Chapter 6, Alternatives to the Proposed Project discusses a reasonable range of potential alternatives to the proposed project.

5.1 - Significant Unavoidable Impacts
CEQA Guidelines Section 15126.2(a)(c) requires an EIR to identify and focus on the significant environmental effects of the proposed project, including effects that could not be avoided if the proposed project were implemented. This includes those significant impacts that can be mitigated but not reduced to a level of insignificance.

As required under CEQA, the proposed project was analyzed for potentially significant impacts related to each of the environmental topic areas discussed in Sections 3.1 through 3.16. The results of the analysis indicate that the proposed project would result in the following significant and unavoidable impacts:
• Project-Level Conversion of Prime Farmland: Although the proposed project is consistent with the project site’s General Plan designation and conversion of the project site to industrial use has long been envisioned as part of buildout under the General Plan, the proposed project would result in the loss of agricultural land and conversion of Prime Farmland to urban uses.

There are no feasible mitigation measures available to reduce this impact. Accordingly, despite the fact that this conversion was previously evaluated and disclosed as part of the General Plan EIR, this Draft EIR has evaluated and hereby discloses that the proposed project would result in significant and unavoidable impacts related to the conversion of Important Farmland identified by Farmland Mapping and Monitoring Program (FMMP) mapping to nonagricultural use.
• Cumulative Conversion of Prime Farmland: Much of the City’s Urban Development Boundary (UDB) consists of Important Farmland that would be converted to nonagricultural uses with City of Visalia—Shirk and Riggin Industrial Project
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implementation of future development already envisioned by the General Plan Land Use Element. Development within Tier II and III of the UDB that would convert Prime Farmland is subject to the 1:1 ratio of agricultural land preservation elsewhere outside of the City’s UDB.

Although cumulative projects occurring in Tier II and III of the UDB would be required to preserve agricultural land elsewhere, loss of Prime Farmland would still occur and the cumulative impact remains significant. The development of the proposed project would further contribute to this already significant cumulative impact, due to the loss of approximately 284 acres of Prime Farmland, which has been identified as an individual significant and unavoidable impact due to lack of feasible mitigation. Moreover, the proposed project’s contribution to this significant cumulative effect to agricultural resources would be considered cumulatively considerable.
• Project-Level Impact Related to Implementation of the Applicable Air Quality Plan: The proposed project is consistent with the project site’s General Plan designation which means the proposed industrial use was accounted for in the Air Quality Plan (AQP) land use projections. However, the proposed project could create a localized violation of State or federal air quality standards, significantly contribute to cumulative nonattainment pollutant violations, and could expose sensitive receptors to substantial pollutant concentrations. The proposed project would be required to implement Mitigation Measure (MM) AIR-2a through MM AIR-2g. However, because MM AIR-2a through MM AIR-2f would not reduce construction or operational impacts below the applicable thresholds and full implementation of MM AIR-2g cannot be guaranteed due to potential technical and/or financial feasibility, the proposed project’s potentially significant impact is conservatively identified as significant and unavoidable. Therefore, the proposed project is inconsistent with Criterion 1 of the AQP even after the incorporation of feasible mitigation. The impact would be significant and unavoidable.
• Project-Level Impact Related to Cumulatively Considerable Net Increase of Nitrogen Oxide (NOX) During Construction, and ROG, NOX, and PM10 During Operation: For purposes of a conservative analysis, this Draft EIR evaluated the potential impacts assuming that none of the three anticipated project phases overlapped (sequential), and also considered the potential impacts if the project phases did, in fact, overlap (concurrent). In the sequential phasing scenario, after the incorporation of MM AIR-2a and MM AIR-2b, construction of the proposed project would not exceed the applicable San Joaquin Valley Air Pollution Control District (Valley Air District) daily emission screening levels for an Ambient Air Quality Analysis (AAQA), pursuant to District Rule 2201. However, if the three phases of construction occur concurrently, emissions of CO and NOX would exceed the applicable Valley Air District’s significance thresholds even after implementation of feasible mitigation. As such, this impact would remain significant and unavoidable after implementation of identified mitigation.

During operation, unmitigated emissions would exceed applicable Valley Air District thresholds of significance for CO, ROG, and NOX. Therefore, MMs AIR-2c through MM AIR-2g would be required to mitigate operational emissions to below Valley Air District thresholds.

However, the full implementation of MMs AIR-2c through MM AIR-2f would not reduce emissions below the applicable thresholds and MM AIR-2g cannot be guaranteed during project operation; therefore, the reasonable worst-case operational emissions would exceed City of Visalia—Shirk and Riggin Industrial Project
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the applicable Valley Air District significance thresholds for CO, ROG, NOX, and PM10 and this impact would remain significant and unavoidable.
• Cumulative Significant Air Quality Impact: Because the proposed project would exceed certain identified construction and operational significance thresholds, its emissions would also be cumulatively considerable.
• Project-Level Impact Related to Mobile Source Operational Noise: Without development of the proposed project, nearly every roadway segment is estimated to experience noise increases from a minimum 0.9 dBA Leq to a maximum 8.6 dBA Leq by 2028, compared to existing traffic noise levels. The addition of the proposed project’s traffic would increase noise levels up to an additional 3.7 dBA L
eq upon full buildout. The proposed project would
contribute to increasing traffic volumes–and therefore traffic-related noise levels–in its primary trip distribution area, which is generally bounded by the project site/Riggin Avenue to the north, State Route (SR) 99 to the west, Akers Street to the east, and SR-198 to the south.

There are no feasible mitigation measures available to reduce this impact to less than significant. The proposed project’s off-site mobile source operational noise impact from traffic generation would be considered significant and unavoidable. • Cumulative Noise Impact: The proposed project would exceed the identified operational significance threshold, its impact would also be cumulatively considerable.

5.2 - Growth-inducing Impacts
CEQA requires a discussion of the ways in which a project could foster economic or population growth, or the construction of additional housing, in the surrounding environment or may tax existing community service facilities, requiring construction of new facilities that could cause significant environmental effects. Therefore, to assess the potential for growth-inducing impacts, a project’s characteristics that may encourage and facilitate activities that individually or cumulatively could affect the environment must be evaluated (CEQA Guidelines § 15126(d) and 15126.2(e)).

Pursuant to the CEQA Guidelines, there would be a significant growth-inducing impact if the proposed project would:
• Induce substantial population growth in an area (for example, by proposing new homes or commercial or industrial businesses beyond the land use density/intensity envisioned in the general plan);
• Substantially alter the planned location, distribution, density, or growth rate of the population of an area; or
• Remove obstacles to population growth such as, for example, extensions of roads or expansions of other infrastructure not assumed in the general plan or adopted capital improvements project list, or otherwise upsize infrastructure (i.e., exceeds the needs of the project and could accommodate future developments) to serve unplanned growth.

The City recognizes that certain forms of growth are beneficial, both economically and socially. The proposed project would include the construction of flex industrial and light industrial uses and City of Visalia—Shirk and Riggin Industrial Project
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related improvements as well as other compatible non-industrial uses, such as self storage and RV parking, a gas station, convenience store, a car wash, and two drive-through restaurants. The proposed project would be expected to employ a total of approximately 4,100 employees at full buildout. As described in Chapter 4, Effects Found not to be Significant, direct population growth would result if the proposed project were to include residential units. Because the proposed project is industrial in nature and would not develop single-family or multi-family residential uses, no direct population growth would be expected to occur.

In terms of the removal of any direct barriers to growth, this would not occur as a result of the proposed project because it would not remove any existing obstacles that currently prevent growth within the City. For example, the proposed project would not require expansion of existing water, wastewater and public facilities and services beyond what was already planned for in the City General Plan. Instead, the proposed project only involves the connection to various City-operated existing utility and infrastructure systems for water, wastewater, and stormwater facilities, as well as connection to existing non-City provided infrastructure such as natural gas (to be provided by Southern California Gas Company [SoCalGas]) and electrical services (to be provided by Southern California Edison [SCE]). The utility infrastructure installed as part of the proposed project would be sized and located expressly to serve only the proposed project and would not, therefore, induce growth in the project vicinity. The proposed project does not involve any extensions of roads or other infrastructure not assumed in the General Plan or adopted capital improvements project list, which would exceed the needs of the proposed project and thus accommodate future developments.

Therefore, because the proposed project does not involve housing, nor would it remove any direct barriers to growth, the proposed project would not directly increase population.

Indirect population growth occurs when a project creates substantial employment opportunities or provides new, upsized infrastructure that could lead to additional unplanned growth. As noted, the proposed project is anticipated to create approximately 4,100 new employees at full buildout. Given the nature of the proposed project, it would likely be staffed primarily by local employees. In 2022, the City had an unemployment of 4.2 percent, indicating a presence of approximately 6,005 unemployed workers.
1 Approximately 22.5 percent of the City’s workforce works in industry sectors that the proposed project would occupy, including employment opportunities with potential tenants/operators involving wholesale trade, manufacturing, retail trade, and transportation and warehousing consistent with the proposed flex industrial, light industrial and other commercial uses.2 Therefore, it is reasonable to conclude there are at least 1,352 workers eligible to in the City who could fill a portion of the jobs that are expected to result from the proposed project.3 Furthermore, Tulare County currently has an unemployment rate of 9.7 percent, or 20,800 people of the working population.4 There are a total of 140,091 workers who both live in Tulare County and

1 State of California. 2022. Monthly Labor Force Data for Cities and Census Designated Places (CDP) July 2022. August 19. 2 United States Census. “OnTheMap” Tool. Website: https://onthemap.ces.census.gov/. Accessed August 26, 2022. 3 6005 * .225 = 1,352
4 Employment Development Department – Labor Market Information Division. 2023. Visalia Porterville MSA (Tulare County). May 19.

Website: https://labormarketinfo.edd.ca.gov/file/lfmonth/visa$pds.pdf. Accessed May 25, 2023.

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commute to work within the County.5 It is reasonable to assume that a number of unemployed county residents living near the City of Visalia could accept a job working at one of the proposed project businesses, and would commute to the City to work.

Nonetheless, additional employees could potentially transfer into the area as a result of the proposed project, resulting in population growth. However, the General Plan contemplated a certain amount of population growth, projecting that its population would grow from 125,000 people in 2014 to 210,000 people by 2030, which corresponds to an average annual growth rate of 2.6 percent. Employment in the City was projected to increase by 39 percent between 2010 and 2030, with a total of 25,520 new jobs projected during this time frame.6 Therefore, any population growth caused by increased employment opportunities provided by the proposed project would be within the planned growth anticipated in the General Plan. To the extent people transfer into the City and vicinity to fill the positions provided by the proposed project, it is reasonable to conclude that any such increase in potential housing demand could be readily absorbed by the local housing inventory and/or the pending and approved residential projects in the City and the surrounding area. As of this writing, the current housing vacancy rate in the City is 3.9 percent, and the County vacancy rate is

5.7 percent.7 Thus, the proposed project would not result in a significant, unplanned change to the population of the City or alter the location, distribution, density, or growth rate of the anticipated population planned for the City.

As noted above, existing infrastructure and services would be extended to make the necessary connections to serve the proposed project, but would not involve any upsizing of infrastructure that was not already planned for in the General Plan and relevant City master infrastructure plans and thus would not encourage additional unplanned growth. For these reasons, implementation of the proposed project would not induce substantial indirect population growth within the City.

Based on the foregoing reasons, the proposed project would not result in direct or indirect growth. It would not negatively alter the existing jobs/housing balance, be inconsistent with the General Plan or relevant City master infrastructure plans, or remove a barrier to growth through the extension of infrastructure or utilities to an unserved area or upsize infrastructure to serve unplanned growth.

Therefore, growth-inducing impacts would be less than significant.

5.3 - Significant Irreversible Environmental Changes
The environmental effects of the proposed project are summarized in the Executive Summary and are analyzed in detail in Section 3, Environmental Impact Analysis, of this Draft EIR.

As mandated by CEQA Guidelines Section 15126.2(c), the Draft EIR must address significant irreversible environmental changes (if any) that would result from implementation of the proposed project. Primary impacts and, particularly, secondary impacts (such as a highway improvement that

5 United States Census. 2011–2015 5-Year ACS Commuting Flows. Website: https://www2.census.gov/programs- surveys/demo/tables/metro-micro/2015/commuting-flows-2015/table1.xlsx. Accessed November 17, 2022. 6 City of Visalia. 2014. Visalia General Plan Chapter 2: Land Use. October. 7 California Department of Finance. 2022. E-5 Population and Housing Estimates for Cities, Counties, and the State, 2020-2022.

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provides access to a previously inaccessible area) generally commit future generations to similar uses. Specifically, such an irreversible environmental change would occur if:
• The proposed project would involve a large commitment of nonrenewable resources, which makes removal or nonuse thereafter unlikely.
• Irreversible damage could result from environmental accidents associated with the proposed project.
• Any irretrievable commitments of resources are not justified (e.g., the proposed project results in the wasteful use of energy). (Refer to Section 3.6, Energy, which addresses this topic in accordance with CEQA Guidelines Appendix F.)

The proposed project involves construction and operation of light industrial, flex industrial, as well as compatible commercial uses, consisting of self storage/RV parking, a gas station, convenience store, a car wash, and two drive-through restaurants, which, at buildout, would total approximately 3.7 million square feet.

Stringent construction and demolition debris recycling practices consistent with applicable laws and regulations, which would be imposed on the proposed project, would be expected to facilitate the recovery and reuse of building materials such as concrete, lumber, and steel and would limit disposal of these materials, some of which are nonrenewable.

Construction of the proposed project would include the consumption of resources that are not replenishable, or that may renew so slowly to be considered nonrenewable. These resources would include the following: certain types of lumber and other forest products; aggregate materials used in concrete and asphalt, such as sand, gravel, and stone; metals such as steel, copper, and lead; petrochemical construction materials such as plastics; and water. Fossil fuels such as gasoline and oil would also be consumed in the use of construction vehicles and equipment. However, anticipated consumption of these common building materials and energy would be typical and consistent with other similar developments in the region and commitments of resources would not be unique or unusual to the proposed project. Given its nature and scope, development of the proposed project would not be expected to involve an unusual commitment of nonrenewable resources, nor would it be expected to consume resources in a wasteful manner.

At operation, day-to-day activities would involve the typical use of nonrenewable resources such as petroleum and natural gas during operations. However, the new buildings and related infrastructure would be required to adhere to the latest adopted edition of the California Building Standards Code (CBC), which are viewed as some of the most stringent in the nation; this would include a number of standards that would reduce energy demand, water consumption, wastewater generation, and solid waste generation that would collectively reduce the demand for resources. This would result in the emission and generation of less pollution and effluent and would lessen the severity of corresponding environmental effects. Although the proposed project would result in an irretrievable commitment of nonrenewable resources, the commitment of these resources would not be significantly inefficient, unnecessary, or wasteful.

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Furthermore, given its nature and scope, the proposed project does not have the potential to cause significant environmental accidents through releases into the environment, as it would not involve large quantities of hazardous materials, as discussed in Section 3.9, Hazards and Hazardous Materials. The project site is designated as Local Responsibility Area (LRA) Un-zoned, which identifies areas with low fire frequency. The potential for wildfire on the project site is not considered high. In addition, the project site has not previously experienced wildfire and is not located in or near an area of steep terrain or historical wildfire burn, nor does it experience consistent high winds; therefore, the project site would not be prone to wildfire risk (see Section

Visalia City CouncilMarch 17, 2025

Visalia City Council
March 17, 2025