Wildomar City Council
December 9, 2024

 Policy CI-2.1 Pedestrian Network. Improve pedestrian safety, comfort, and connectivity throughout the City, with an emphasis on implementing the various pedestrian route types (shown in Figure 3-1), and connections serving schools, parks, and commercial/retail centers.  Policy CI-2.2 Close Connectivity Gaps. Improve pedestrian network connectivity by requiring development projects to close connectivity gaps by extending project frontage improvements to the nearest connecting sidewalk/trail, where feasible and/or where fee credit/reimbursement programs exist.

Factors to be considered may include, but are not limited to: the proposed project's land use, destinations created by the project, or destinations that could be reached by occupants of the new development, the length of the gap, etc.

GOAL CI 3: A safe and connected bicycle network composed of context-appropriate bicycle facilities and supporting amenities that serve the needs of recreational and utilitarian bicyclists of all ages and abilities.  Policy CI-3.2 Close Connectivity Gaps. Improve bicycle network connectivity by requiring development projects to close connectivity gaps by extending project frontage improvements to the nearest connecting bicycle facility, where feasible and/or where fee credit/reimbursement programs exist.

Factors to be considered may include, but are not limited to: the proposed project's land use(s), destinations created by the project, or destinations that could be reached by occupants of the new development, the length of the gap, etc.
 Policy CI-3.5 Connect with Adjacent Jurisdictions. Coordinate with adjacent jurisdictions to provide continuous and uniform bicycle connections to and from neighboring communities, where feasible.

GOAL CI 4: A public transportation network that allows for convenient access to major destinations, both within Wildomar and the region.
 Policy CI-4.3 First-Mile/Last-Mile Connectivity. Encourage convenient and safe pedestrian and bicycle linkages to and from bus stops to provide better first-mile/last-mile connectivity. This includes connectivity to/from existing and new development and along streets providing access to the bus stops.

GOAL CI 5: Convenient and efficient vehicle circulation with minimal congestion that does not degrade pedestrian and bicycle safety, mobility, and access.
 Policy CI-5.2 Connect with Adjacent Jurisdictions. Work with adjacent jurisdictions to provide continuous vehicular connections to and from neighboring communities.  Policy CI-5.9 Connect Lake Elsinore to Interstate 15. Continue to coordinate with the City of Lake Elsinore and respective property owners in Wildomar to identify a preferred connection between Lake Elsinore and Interstate 15 via Bundy Canyon Road. This connection will help reduce cut-through traffic on local or Collector streets in Wildomar and capitalize on the region’s investment in Bundy Canyon Road.
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GOAL CI 7: A comprehensive trail network that provides for equestrian mobility and alternate recreational options.
 Policy CI-7.2 Close Connectivity Gaps. Analyze gaps in the trail system and develop an approach for closing gaps, including property acquisition and/or dedicated easements, where necessary and feasible.  Policy CI-7.3 Connect with Adjacent Jurisdictions. Leverage trails within other jurisdictions to provide connectivity from Wildomar to points beyond.

Open Space and Conservation Element
GOAL OS 1: Biological resources are protected from development, conserved, restored, and enhanced.  Policy OS-1.8 Protect Ridgelines. Protect ridgelines from incompatible development that diminishes their scenic value, and ensures their conservation, preservation, and management.

GOAL OS 2: Air quality is protected from adverse environmental factors that contribute to poor air quality.  Policy OS-2.3 Compatible Development Siting. Require that siting for new developments is compatible with the existing land uses and ensure that land uses for sensitive receptors such as daycares, schools, hospitals, and elderly housing are separated and protected from polluting point sources using pollution control measures such as distance, barriers, and landscaping.

Recreation and Community Services Element
GOAL RC 1: A system of parklands and recreational open spaces that meet the needs of Wildomar’s current and future residents.
 Policy RC-1.7 Land Acquisition. Pursue the acquisition of public and private land, to provide adequate parkland as envisioned in the Parks Master Plan.

GOAL RC 2: Parkland and recreational facilities that are safe, inclusive, and sustainable.  Policy RC-2.1 Siting and Design. Design new parkland and recreational facilities that are compatible with the surrounding built and natural environments, utilize sustainable best practices, and when feasible, incorporate features that reflect Wildomar’s unique attributes.

GOAL RC 3: A network of well-designed trails that provide recreational opportunities and connect residents to the places that they desire to go.
 Policy RC-3.5 Trail Connectivity. Prioritize new trails that offer connectivity to open spaces, other trails or active transportation facilities, and local and regional destinations.

5.11.4 Environmental Impacts
The applicable thresholds are identified in brackets after the impact statement. 536

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Impact 5.11-1: Project implementation would not divide an established community. [Threshold LU-1] Division of an established community commonly occurs because of development and construction of physical features that constitute a barrier to easy and frequent travel between two or more constituent parts of a community. In Wildomar, the I-15 is a physical barrier that splits the City in half. Other barriers in the City may include incomplete trails, cul-de-sacs, or noise walls in an existing neighborhood that all require use of an automobile to get around.

The design direction for the General Plan is to improve access and mobility for existing and future residents by providing vehicular connections and non-motorized transportation options. The Proposed General Plan includes Policy LU-4.1, which aims to accommodate land use development in accordance with patterns and distribution of the Land Use Plan to reduce automobile dependence; Policy CI-1.8, which requires developments to incorporate short block spacing to enhance connectivity; and Policy CI-5.2, which calls for the coordination with adjacent jurisdictions for continuous connections.

The land use pattern, intensities, and densities under the proposed project would remain generally unchanged, and future development would occur in areas that are already planned for development. These areas are accessible by major roadways as well as existing and proposed transit and pedestrian networks.

As noted above, several policies of the Proposed General Plan would not only improve connectivity, but compatibility between existing and future development. A primary goal of the Proposed General Plan is to retain the City’s current character, and several policies of the proposed project address consistency of new development with existing developments using materials, siting, and other design techniques. Policy RC-1.7 which calls for the pursuing the acquisition of public and private land, to provide adequate parkland as envisioned in the Parks Master Plan., and Policy OS-2.3 requires that siting for new development is compatible with existing land uses.

No aspect of the Proposed General Plan would divide the existing City. In addition, the Proposed General Plan includes provisions that directly address land use connectivity, compatibility, and encroachment of new development on existing neighborhoods and land uses. Therefore, the Proposed General Plan would result in no impact regarding the division of an established community or land use compatibility issues.

Level of Significance Before Mitigation: Impact 5.11-1 would not be significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance After Mitigation: Impact 5.11-1 would not be significant. 537

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Impact 5.11-2: Project Implementation would not conflict with applicable plans adopted for the purpose of avoiding or mitigating an environmental effect. [Threshold LU-2] Western Riverside County Multiple Species Habitat Conservation Plan As demonstrated in Impact 5.4-4 of Section 5.4, Biological Resources, the proposed project would not conflict with the MSHCP and would be required to comply with all applicable requirements, including the payment of the MSHCP Mitigation Fee, as codified in Chapter 3.42, MSHCP Mitigation Fee, of the Wildomar Municipal Code. Therefore, impacts would be less than significant.

Airport Compatibility Planning
Airport operations and their accompanying noise and safety hazards require careful land-use planning on adjacent and nearby lands to protect the residential and business uses of a community from the potential hazards that could be created by airport operations. Airport operations and their accompanying safety and noise hazards are discussed in Section 5.9, Hazards and Hazardous Materials, and Section 5.13, Noise, of this DEIR.

The nearest airport to the City of Wildomar is the Skylark Airport in the City of Lake Elsinore, located approximately 585 feet west of the Wildomar City limits. Because Skylark Airport is a private airstrip, it does not have an Airport Land Use Compatibility Plan. According to the Caltrans Department of Aeronautics’ California Airport Land Use Planning Handbook, which is designed to provide guidance for conducting airport land use compatibility planning, private airstrips are not subject to the Handbook (Caltrans 2011). As such, the responsibility for airport land use compatibility planning falls to the local government (Caltrans 2011). Because the Skylark Airport is within the City of Lake Elsinore, all compatibility planning and safety issues fall solely on the City of Lake Elsinore. Therefore, implementation of the proposed project would not impact compatibility planning of the Skylark Airport. As such, impacts would not be significant.

SCAG Connect SoCal Consistency
The 2045 population projection for Wildomar in the RTP/SCS is 55,200, which is less than the projected population for the planning period buildout of the Proposed General Plan of 65,325 people. Because the proposed project may result in the City’s population exceeding the 2045 population forecast for the City, this could be considered a conflict. However, the Proposed General Plan is both consistent with the goals of the RTP/SCS and would further State goals through emphasis on design and reduction in VMT, as discussed in Table 5.11-1, SCAG 2020-2045 RTP/SCS Goal Consistency Analysis. 538

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Table 5.11-1 SCAG 2020-2045 RTP/SCS Goal Consistency Analysis RTP/SCS Goal Consistency Analysis
G1: Encourage regional economic
prosperity and global competitiveness.

Consistent. This RTP/SCS goal focuses on adopting policies and investments in regional infrastructure in support of improving regional economic development and competitiveness. For this reason, this goal is not directly applicable to any individual planning project such as the Proposed General Plan. Nonetheless, the Proposed General Plan would not adversely affect the ability of SCAG to align plan investments and policies with economic development and competitiveness and would contribute towards achieving this goal by advancing the other RTP/SCS goals, as discussed below.

Moreover, the Proposed General Plan would further a compact development pattern by expanding land uses and intensity within the City, rather than developing new uses in undeveloped portions of the region. This planning effort is compatible with the RTP/SCS goal of implementing regional infrastructure that supports sound regional economic development and competitiveness.

G2: Improve mobility, accessibility,
reliability, and travel safety for people
and goods.

Consistent. The proposed vehicular, bicycle, and pedestrian circulation system defined in the Proposed General Plan would be designed, developed, and maintained to meet local and regional transportation needs and would ensure efficient mobility and access. The Proposed General Plan supports the development of regional transportation facilities and would plan, design, and maintain a Citywide network of travelways for motorists, bicyclists, pedestrians, and transit riders of all ages and abilities. Project implementation would ensure travel safety and reliability for people and goods by adding important links to the City’s circulation system.

G3: Enhance the preservation, security,
and resilience of the regional
transportation system.

Consistent. Project implementation would ensure reliable and safe transit within the City, which would lead to enhancing the regional transportation system.

G4: Increase person and goods
movement and travel choices within the
transportation system.

Consistent. See response to G-2.

G5: Reduce greenhouse gas emissions
and improve air quality.

Consistent. See Section 5.2, Air Quality, and Section 5.8, Greenhouse Gas Emissions, of this DEIR,which discuss air quality and greenhouse emissions and how the Proposed General Plan, including the proposed policies, would reduce and improve air quality and reduce greenhouse gas emissions.

G6: Support healthy and equitable
communities.

Consistent. The Proposed General Plan improves the network of bicycle and pedestrian facilities which would encourage active nonmotorized transportation modes. The availability and use of alternative transportation systems would reduce air pollutant and GHG emissions from vehicle use and would promote an active lifestyle.

G7: Adapt to a changing climate and
support an integrated regional
development pattern and transportation
network.

Consistent. See response to G-5. Section 5.6, Energy, of this DEIR discusses energy conservation and how the Proposed General Plan would avoid and reduce inefficient, wasteful, and unnecessary consumption of energy during construction and operation.

G8: Leverage new transportation
technologies and data-driven solutions
that result in more efficient travel.

Consistent. See responses to G-2 and G-6.

G9: Encourage development of diverse
housing types in areas that are
supported by multiple transportation
options.

Consistent. The Proposed General Plan supports a variety of housing types ranging from Rural Mountainous to Highest Density Residential, as well as mixed-use development to encourage better connectivity to employment and commercial uses.

G10: Promote conservation of natural
and agricultural lands and restoration of
habitats.

Consistent. The Proposed General Plan would encourage intensification, which would ensure natural and agricultural lands are conserved to the maximum extent possible.

Source: SCAG 2020.
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Consistency with City Land Use Plans and Regulations
The proposed project would require an update to the City’s municipal code and zoning map. The City is responsible for ensuring that any outstanding zoning changes occur within a reasonable time after adoption of the Proposed General Plan. The land use designations, intensities, and densities in the City of Wildomar would largely remain as designated under the current General Plan, with additional revisions to the land use designation definitions to clarify the guidelines for clustering residences in the Rural Mountainous (RM) designation, indicate a maximum density in the Highest Density Residential (HHDR) designation, expand the allowed uses in the Light Industrial (LI) designation to allow for complimentary commercial uses, and to better define the existing Mixed Use Planning Area (MUPA) designation by creating two new distinct mixeduse designations referred to as Mixed Use Low (MUL) and Mixed Use High (MUH). The impacts of the land use changes are analyzed throughout this DEIR.

Following the amendments to the zoning code, if zoning and Proposed General Plan land use designations are not identical, the Proposed General Plan policies would be consulted for guidance in amending the Development Code for consistency with the updated General Plan during consideration of any development project. The update to the zoning code would follow this project and bring the code into consistency with the Proposed General Plan and would tier from this EIR. Once the Development Code is amended, there will be no inconsistencies between the Proposed General Plan and Development Code.

Level of Significance Before Mitigation: Impact 5.11-2 would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance After Mitigation: Impact 5.11-2 would be less than significant.

5.11.5 Cumulative Impacts
The cumulative setting is Riverside County; land uses within the area are regulated by individual agencies through their respective adopted general plans and development codes. Jurisdictional boundaries limit implementation of regional mitigation by any one city, and therefore, coordination of development for road connectivity and adjacent development is important.

Future land and transportation development associated with the Proposed General Plan includes dwelling units, residents, employment, industry, and connectivity to important transportation and employment centers in the region. This DEIR evaluates projected development, along with future development in surrounding municipalities, which will result in impacts to the region. The overarching impact is one of traffic and the indirect impacts associated with more vehicles on roadways. As the region grows, the increase in traffic will result in more noise, air pollution, and greenhouse gas emissions. All cities within the county are required to address these issues in their respective general plans and development procedures. The City will work with the Riverside County Transportation Commission and Riverside Transit Agency to update the current RTP/SCS on the four-year cycle. While implementation of the Proposed General Plan would increase development in 540

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the City and region, it would not combine with other development in the region to physically divide a community or result in inconsistencies with plans adopted to avoid or mitigate an environmental effect.

Therefore, the Proposed General Plan’s contribution to a cumulative effect would be less than considerable.

5.11.6 Level of Significance Before Mitigation
Upon implementation of regulatory requirements and standard conditions of approval, the following impacts would be less than significant: 5.11-1 and 5.11-2.

5.11.7 Mitigation Measures
No mitigation measures are required.

5.11.8 Level of Significance After Mitigation
All impacts would be less than significant.

5.11.9 References
California Department of Transportation (Caltrans). 2011, October. California Airport Land Use Planning Handbook. https://dot.ca.gov/-/media/dot-media/programs/aeronautics/documents/ californiaairportlanduseplanninghandbook-a11y.pdf
Southern California Association of Governments (SCAG). 2020, May 7, 20120–2045 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS). https://www.connectsocal.org/Documents/Adopted/fConnectSoCal-Plan.pdf. 541

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5.12 MINERAL RESOURCES
Minerals are defined as any naturally occurring chemical elements or compounds, formed from inorganic processes and organic substances. A minable mineral or an “ore deposit” is defined as a deposit of ore or mineral having a value materially in excess of the cost of developing, mining and processing the mineral and reclaiming the project area.

This section describes the regulatory framework and existing conditions of the City of Wildomar and evaluates the potential impacts to mineral resources from future development that could occur by adopting and implementing the proposed project. A summary of the relevant regulatory framework and existing conditions is followed by a discussion of potential impacts and cumulative impacts related to implementation of the proposed project.

FOCAL POINT
The City is designated as Mineral Resources Zone 3 (MRZ-3), which indicates that the significance of mineral deposits cannot be determined from the available data. A mining pit in the City, Bundy Canyon Pit, is currently operational. When mining operations cease, the land is expected to be used for residential uses and other uses compatible with residential subdivisions. Additionally, a federal lode mining claim, the Baxty Queen, conducts small-scale prospecting and mining for mineral resources including rare earth elements and precious gem materials. Although future construction activities surrounding the federal lode can release dust containing uranium and thorium, compliance with AQMD Rule 403, which requires dust control for earthmoving activities, and implementation of Mitigation Measure MIN-1, which requires the inspection of geologic features for projects within 100 feet of the federal lode, would reduce impacts.

5.12.1 Environmental Setting

5.12.1.1 REGULATORY BACKGROUND
State
Surface Mining and Reclamation Act
California’s Surface Mining and Reclamation Act of 1975, referred to as SMARA, was enacted to address the need for a continuing supply of mineral resources, and to prevent or minimize the negative impacts of surface mining to public health, property, and the environment. Requirements for SMARA are codified under Public Resources Code Sections 2710 et seq. Under state law, all mining operations are required to obtain permits prior to commencing operations and abide by local and state operating requirements. Mining operations are also required to have appropriate reclamation plans in place, provide financial assurances, and abide by state and local environmental laws.

Classification
The California Geological Survey’s Mineral Resources Project provides information about California’s nonfuel mineral resources. The Mineral Resources Project classifies lands throughout the state that contain 542

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regionally significant mineral resources per SMARA. Nonfuel mineral resources include metals such as gold, silver, iron, and copper; industrial metals such as boron compounds, rare-earth elements, clays, limestone, gypsum, salt and dimension stone; and construction aggregate including sand, gravel, and crushed stone.

Development generally results in a demand for minerals, especially construction aggregate. Urban preemption of prime deposits and conflicts between mining and other uses throughout California led to passage of the SMARA, which requires all cities and counties to incorporate in their General Plans the mapped designations approved by the State Mining and Geology Board.

The classification process involves the determination of Production-Consumption (P-C) Region boundaries, based on identification of active aggregate operations (Production) and the market area served (Consumption). The P-C regional boundaries are modified to include only those portions of the region that are urbanized or urbanizing and are classified for their aggregate content. An aggregate appraisal further evaluates the presence or absence of significant sand, gravel, or stone deposits that are suitable sources of aggregate. The classification of these mineral resources is a joint effort of the state and the local governments. It is based on geologic factors and requires that the State Geologist classify the mineral resources area as one of the four Mineral Resource Zones (MRZ) as described below.  MRZ-1. A Mineral Resource Zone where adequate information indicates that no significant mineral deposits are present or likely to be present.
 MRZ-2. A Mineral Resource Zone where adequate information indicates that significant mineral deposits are present, or a likelihood of their presence and development should be controlled.  MRZ-3. A Mineral Resource Zone where the significance of mineral deposits cannot be determined from the available data.
 MRZ-4. A Mineral Resource Zone where there is insufficient data to assign any other MRZ designation.

As part of the classification process, an analysis of site-specific conditions is utilized to calculate the total volume of aggregates within individually identified Resource Sectors. Resource Sectors are MRZ-2 areas identified as having regional or statewide significance. Anticipated aggregate demand in the P-C Regions for the next 50 years is then estimated and compared to the total volume of aggregate reserves identified within the P-C Region.

Designation
Once a classification report has been completed, the State Mining and Geology Board may choose, based on recommendations from the State Geologist, to proceed with the second step in SMARA’s mineral land identification process, designation of those mineral deposits that are of regional or statewide significance. In contrast to classifications, which inventory mineral deposits without regard to land use or land ownership, the purpose of a designation is to identify deposits that are potentially available from a land-use perspective and are of prime importance in meeting future needs of the region or state. 543

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Mining Claims
A mining claim is a parcel of land for which the claimant has asserted a right of possession and the right to develop and extract a discovered, valuable, mineral deposit. This right does not include exclusive surface rights (see Public Law 84-167) (BLM 2023a).

Types of Claims
 Lode Claims. Deposits subject to lode claims include classic veins or lodes having well-defined boundaries. They also include other rock in-place bearing valuable minerals and may be broad zones of mineralized rock. Examples include quartz or other veins bearing gold, gems, or other metallic minerals and large volume, but low-grade disseminated gold deposits. Descriptions are by metes and bounds surveys beginning at the discovery point on the claim and including a reference to natural objects or permanent monuments. Federal statute limits their size to a maximum of 1500 feet in length and a maximum width of 600 feet (300 feet on either side of the vein).  Placer Claims. Placer claims are defined as “…including all forms of deposit, excepting veins of quartz, or other rock in-place." In other words, every deposit not located with a lode claim should be appropriated by a placer location. Placer claims, where practicable, are located by legal subdivision (aliquot part and complete lots). The maximum size is 20 acres per locator, and the maximum for an association placer is 160 acres for 8 or more locators. The maximum size for a corporation is 20 acres per claim. Corporations may not locate association placer claims unless they are in association with other locators or corporations as co-locators (BLM 2023a).

5.12.1.2 EXISTING CONDITIONS
Mineral resources are naturally occurring chemicals, elements, or compounds formed by inorganic processes or organic substances. These resources include bituminous rock, gold, sand, gravel, clay, crushed stone, limestone, diatomite, salt, borate, potash, geothermal, petroleum, and natural gas resources. Construction aggregate, another mineral resource, refers to sand and gravel (natural aggregates) and crushed stone (rock) that are used as Portland cement-concrete (PCC) aggregate, asphaltic-concrete aggregate, road base, railroad ballast, riprap, fill, and the production of other construction materials.

The entire City is designated as MRZ-3, which is a zone where the significance of mineral deposits cannot be determined from the available data (CDC 2014). According to the California Department of Conservation, there is one mine, the Bundy Canyon Pit Mine (Mine # 91-33-0049), located within the northern portion of the City, as shown on Figure 5.12-1, Mineral Resources and Mines (CDC 2016). The Bundy Canyon Pit is an open pit under the jurisdiction of Riverside County; the primary products from this mine are sand and gravel.

In 2021, the mine produced approximately 3,552 short tons of material, which was based on road maintenance demands for the area (CDC 2021).

As shown on Figure 5.12-1, there is a federal lode mining claim (Baxty Queen; Serial Number: CA101336381) maintained by the Bureau of Land Management (BLM) within the eastern portion of the City. The federal lode mining claim is approximately 20.66 acres and operates minimal mining activities for rare earth element (REE) and niobium-tantalum containing minerals (such as columbite, tantalite, allanite, zirconolite) as well as semi-precious gem material (including transparent quartz, smoky quartz, and epidote crystals) (BLM 2023b). 544

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15 WILDOMAR WILDOMAR

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Figure 5.12-1 - Mineral Resources and Mines

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MRZ-1
MRZ-3
Bundy Canyon Mine
Baxty Queen
Baxty Queen
Total Acres: 20.66
Bundy Canyon Mine
Operation Type: Open Pit
Primary Product: Sand and Gravel
MRZ-1
MRZ-3
MRZ-3
MRZ-3
MRZ-3
MRZ-3
MRZ-1
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5.12.2 Thresholds of Significance
According to Appendix G of the CEQA Guidelines, a project would normally have a significant effect on the environment if the project would:

M-1 Result in the loss of availability of a known mineral resource that would be of value to the region and the residents of the state.

M-2 Result in the loss of availability of a locally important mineral resource recovery site delineated on a local general plan, specific plan or other land use plan.

5.12.3 Proposed General Plan Goals and Policies
There are no applicable policies pertaining to mineral resources.

5.12.4 Environmental Impacts
The applicable thresholds are identified in brackets after the impact statement.

Impact 5.12-1: Project implementation could result in the loss of availability of a known mineral resource. [Thresholds M-1 and M-2]
The City of Wildomar is designated as MRZ-3, which is an area where the significance of mineral deposits cannot be determined from available data. Therefore, the City does not have any identifiable significant mineral deposits.

However, a federal lode-mining claim, the Baxty Queen, is in the eastern portion of the City. The BLM permits the mining claim to conduct small-scale prospecting and mining for mineral resources, such as REE and precious gem materials. According to Figure 3-4, Proposed Land Use Plan, the federal lode is designated Rural Mountainous (RM), which allows for clustering of residential uses to minimize grading and alteration of natural landforms, as well as to avoid sensitive natural habitat areas and hazardous conditions.

Although future projects would not occur within the federal lode, construction that is proximate or adjacent to the federal lode may lead to exposure of known mineral resources, such as pegmatite dikes that belong to the Paloma Ring Complex and Gabbro–Undifferentiated.

Mineral resources such as REEs, that can be found in pegmatite dikes in the Paloma Ring Complex, often contain impurities of uranium and thorium. Future construction activities surrounding the federal lode, such as grading, can create and release dust containing uranium and thorium. While REEs are important and valuable, these deposits are minimal, and therefore, REEs are unlikely to create a significant impact.

Additionally, all future development would comply with the AQMD Rule 403, which requires dust control for earth-moving activities and would reduce potential impacts of uranium- and thorium-containing dust on workers and residents. Nonetheless, future development within 100 feet of the federal lode would implement Mitigation Measure MIN-1, which requires the inspection of geologic features within a project site by a 546

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qualified geology professional to determine the discovery of a unique geologic unit and follow the proper protocols.

Moreover, the Bundy Canyon Pit, which is a mining site that primarily extracts sand and gravel, is in the northern portion of the City. According to Figure 3-4, the Bundy Canyon Pit is designated as Public Facilities (PF), which allows for civic uses such as City administrative buildings and schools.

Although future projects would not occur within the Bundy Canyon Pit while mining operations are in effect, development that is proximate or adjacent to the mine may expose residents to dust as a result of mining and/or transporting sand and gravel products.

The anticipated production amount of the Bundy Canyon Pit is 38,300 cubic yards per year, depending on demand, and the estimated life of operation is approximately 25 years (CDC 2021). When mining operations at the Bundy Canyon Pit cease, it is anticipated that the land will be used for residential uses or other uses compatible with residential subdivisions (CDC 2021).

Therefore, while the entire City is designated as MRZ-3, future development proximate and/or adjacent to the federal lode mining claim could result in the loss of gemstones or rare earth elements.

Level of Significance Before Mitigation: Impact 5.12-1 would be potentially significant.

Mitigation Measures
MIN-1 Prior to blasting non-rippable bedrock within 100 feet of the federal lode, outcrops shall be inspected for pegmatite dikes or other geological features considered favorable for gemstones or rare earth elements by an experienced igneous petrologist with a master’s degree and/or Ph.D. in Geology. If geological units containing museum quality gemstones or anomalously high concentrations of rare earth elements are found, representative specimens shall be documented and provided to an accredited repository such as the University of California, Riverside Earth and Planetary Sciences Museum, the Western Science Center in Riverside County, or any other local museum or repository willing and able to accept and house the resources to preserve for future scientific study.

Level of Significance After Mitigation: Impact 5.12-1 would be less than significant.

5.12.5 Cumulative Impacts
The cumulative impact on mineral resources is evaluated based on the potential impacts of past and future development in the City of Wildomar. The entire City is designated as MRZ-3, indicating that the significance of mineral deposits cannot be determined from available data. The areas surrounding the City are also designated MRZ-3, with the exception of two portions that are designated MRZ-1. However, as future development under the proposed project would occur within the City limits, the proposed project would not contribute to a cumulative loss of mineral resources. Therefore, this impact would be less than cumulatively considerable.
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5.12.6 Level of Significance Before Mitigation
Without mitigation, the following impacts would be potentially significant:
 Impact 5.12-1 Future development could result in the loss of mineral resources.

5.12.7 Mitigation Measures
Impact 5.12-1
MIN-1 Prior to blasting non-rippable bedrock within 100 feet of the federal lode, outcrops shall be inspected for pegmatite dikes or other geological features considered favorable for gemstones or rare earth elements by an experienced igneous petrologist with a master’s degree and/or Ph.D. in Geology. If geological units containing museum quality gemstones or anomalously high concentrations of rare earth elements are found, representative specimens shall be documented and provided to an accredited repository such as the University of California, Riverside Earth and Planetary Sciences Museum, the Western Science Center in Riverside County, or any other local museum or repository willing and able to accept and house the resources to preserve for future scientific study.

5.12.8 Level of Significance After Mitigation
Mitigation Measure MIN-1 would ensure outcrops within 100 feet of the federal lode would be inspected prior to blasting non-rippable bedrock. Therefore, impacts would be less than significant.

5.12.9 References
Bureau of Land Management (BLM) 2023a, August 28 (accessed). Mining Claims. https://www.blm.gov/ programs/energy-and-minerals/mining-and-minerals/locatable-minerals/mining-claims#:~:text =A%20mining%20claim%20is%20a,Public%20Law%2084%2D167.
———. 2023b, August 28 (accessed). Mining Claims (MASS) Serial Register Page: Serial Number CAMC312411.
https://reports.blm.gov/report.cfm?application=MLRS&report=108&sn=CAMC312411.

California Department of Conservation (CDC). 2014. Updated Mineral Land Classification Map for Portland Cement Concrete-Grade Aggregate in the Temescal Valley Production Area, Riverside County, California. https://maps.conservation.ca.gov/cgs/informationwarehouse/index.html?map=mlc. ———. 2016. Mines Online Map. https://maps.conservation.ca.gov/mol/index.html. ———. 2022, November 15. Notice of Completion of Inspection. https://mods.conservation.ca.gov/documents?mineid=91330049. 548

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5.13 NOISE
This section evaluates the potential for implementation of the proposed project to result in noise impacts in the City. This section discusses the fundamentals of sound; examines federal, State, and local noise guidelines, policies, and standards; evaluates potential noise and vibration impacts associated with the proposed project; and provides feasible mitigation to reduce noise and vibration impacts at sensitive locations. Noise monitoring and modeling data are in Appendix 5.13-1 to this DEIR .

FOCAL POINT
Generally, Wildomar is a quiet community with most noise associated with traffic on I-15 and major roadways like Bundy Canyon and Clinton Keith. As the City grows, construction noise may become a larger issue, particularly in the focus areas that may be near existing homes and schools. While temporary, the noise can still be an annoyance to neighbors. Although the noise ordinance limits when construction can occur, it is not always possible to restrict the timing. Traffic noise is almost directly related to vehicle speed with higher speeds being louder than slower speeds. As traffic increases in the City it is likely that noise will also increase.

Construction activities would result in noise increases within the vicinity of the projects. Individual construction developments for future projects would expose other uses to levels of groundborne vibration.

Other noise impacts range from children’s laughter in parks and schools, to lawn mowers and leaf blowers in residential areas. These noises, while occasionally annoying, are also signs of a vibrant community.

5.13.1 Environmental Setting

5.13.1.1 NOISE AND VIBRATION FUNDAMENTALS
Noise is defined as unwanted sound and, when overexposed, is known to have several adverse effects on people, including hearing loss, speech and sleep interference, physiological responses, and annoyance.

Although sound can be easily measured, the perception of noise and the physical response to sound complicate the analysis of its impact on people. People judge the relative magnitude of sound sensation in subjective terms such as “noisiness” or “loudness.” Following are brief definitions of terminology used in this section.

Terminology
 Sound. A disturbance created by a vibrating object, which when transmitted by pressure waves through a medium such as air, is capable of being detected by the human ear or a microphone.  Noise. Sound that is loud, unpleasant, unexpected, or otherwise undesirable.  Decibel (dB). A unitless measure of sound on a logarithmic scale.  A-Weighted Decibel (dBA). An overall frequency-weighted sound level in decibels that approximates the frequency response of the human ear.
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 Equivalent Continuous Noise Level (Leq). The mean of the noise level, energy averaged over the measurement period.
 Lmax. The maximum root-mean-square noise level during a measurement period.  Statistical Sound Level (Ln). The sound level that is exceeded “n” percent of time during a given sample period. For example, the L50 level is the statistical indicator of the time-varying noise signal that is exceeded 50 percent of the time (during each sampling period), meaning that half of the sampling time, the changing noise levels are above this value and half of the time they are below it. This is called the “median sound level.” The L10 level, likewise, is the value that is exceeded 10 percent of the time (i.e., near the maximum) and this is often known as the “intrusive sound level.” The L90 is the sound level exceeded 90 percent of the time and is often considered the “effective background level” or “residual noise level.”
 Day-Night Sound Level (Ldn or DNL). The energy-average of the A-weighted sound levels occurring during a 24-hour period, with 10 dB added to the sound levels occurring during the period from 10:00 PM to 7:00 AM.
 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 levels occurring during the period from 7:00 PM to 10:00 PM, and 10 dB added to the sound levels occurring during the period from 10:00 PM to 7:00 AM. Note: For general community/environmental noise, CNEL and Ldn values rarely differ by more than 1 dB. As a matter of practice, Ldn and CNEL values are considered to be equivalent/interchangeable and are treated as such in this assessment.  Peak Particle Velocity (PPV). The peak rate of speed at which soil particles move (e.g., inches per second) due to ground vibration.
 Sensitive Receptor. Noise- and vibration-sensitive receptors include land uses where quiet environments are necessary for enjoyment and public health and safety. Residences, schools, motels and hotels, libraries, religious institutions, hospitals, and nursing homes are examples.  Vibration Decibel (VdB). A unitless measure of vibration, expressed on a logarithmic scale and with respect to a defined reference vibration velocity. In the U.S., the standard reference velocity is 1 microinch per second (1x10-6 in/sec).

Sound Fundamentals
Sound is a pressure wave transmitted through the air. It is described in terms of loudness or amplitude (measured in decibels), frequency or pitch (measured in Hertz [Hz] or cycles per second), and duration (measured in seconds or minutes). The standard unit of measurement of the loudness of sound is the decibel. The human ear is not equally sensitive to all frequencies. Sound waves below 16 Hz are not heard at all and are “felt” more like a vibration. Similarly, while people with extremely sensitive hearing can hear sounds as high as 20,000 Hz, most people cannot hear above 15,000 Hz. In all cases, hearing acuity falls off 550

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rapidly above about 10,000 Hz and below about 200 Hz. Since the human ear is not equally sensitive to sound at all frequencies, a special frequency dependent rating scale is usually used to relate noise to human sensitivity. The A-weighted decibel scale performs this compensation by weighting frequencies in a manner approximating the sensitivity of the human ear.

Changes of 1 to 3 dBA are detectable under quiet, controlled conditions and changes of less than 1 dBA are usually indiscernible. A 3 dBA change in noise levels is considered the minimum change that is detectable with human hearing in outside environments. A change of 5 dBA is readily discernable to most people in an exterior environment whereas a 10 dBA change is perceived as a doubling (or halving) of the sound.

Sound Measurement
Sound pressure is measured through the A-weighted measure to correct for the relative frequency response of the human ear. That is, an A-weighted noise level de-emphasizes low and very high frequencies of sound similar to the human ear’s de-emphasis of these frequencies.

Unlike linear units such as inches or pounds, decibels are measured on a logarithmic scale, representing points on a sharply rising curve. On a logarithmic scale, an increase of 10 dBA is 10 times more intense than 1 dBA, 20 dBA is 100 times more intense, and 30 dBA is 1,000 times more intense. A sound as soft as human breathing is about 10 times greater than 0 dBA. The decibel system of measuring sound gives a rough connection between the physical intensity of sound and its perceived loudness to the human ear. Ambient sounds generally range from 30 dBA (very quiet) to 100 dBA (very loud).

Sound levels are generated from a source and their decibel level decreases as the distance from that source increases. Sound dissipates exponentially with distance from the noise source. This phenomenon is known as “spreading loss.” For a single point source, sound levels decrease by approximately 6 dBA for each doubling of distance from the source. This drop-off rate is appropriate for noise generated by on-site operations from stationary equipment or activity at a project site. If noise is produced by a line source, such as highway traffic, the sound decreases by 3 dBA for each doubling of distance in a hard-site environment. Line source noise in a relatively flat environment with absorptive vegetation decreases by 4.5 dBA for each doubling of distance.

Time variation in noise exposure is typically expressed in terms of a steady-state energy level equal to the energy content of the time varying period (called Leq), or alternately, as a statistical description of the sound level that is exceeded over some fraction of a given observation period. These “Ln” values are typically used to demonstrate compliance for stationary noise sources with a city’s or county’s noise ordinance, as discussed below. Other values typically noted during a noise survey are the Lmin and Lmax. These values represent the minimum and maximum root-mean-square noise levels obtained over the measurement period.

Because community receptors are more sensitive to unwanted noise intrusion during the evening and at night, State law, as well as cities and counties, require that, for planning purposes, an artificial dBA increment be added to quiet time noise levels in a 24-hour noise descriptor called the CNEL or DNL/Ldn. 551

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Psychological and Physiological Effects of Noise
Physical damage to human hearing begins at prolonged exposure to noise levels higher than 85 dBA.

Exposure to high noise levels affects our entire system, with prolonged noise exposure in excess of 75 dBA increasing body tensions, thereby affecting blood pressure, functions of the heart, and the nervous system.

Extended periods of noise exposure above 90 dBA can result in permanent hearing damage. When the noise level reaches 120 dBA, even short-term exposure causes a tickling sensation in the ear, called the threshold of feeling. As the sound reaches 140 dBA, the tickling sensation becomes painful, called the threshold of pain.

Table 5.13-1, Typical Noise Levels, shows typical noise levels from familiar noise sources.

Table 5.13-1 Typical Noise Levels
Common Outdoor Activities
Noise Level
(dBA) Common Indoor Activities
Onset of physical discomfort 120+
110 Rock band (near amplification system)
Jet flyover at 1,000 feet
100
Gas lawn mower at 3 feet
90 Diesel truck at 50 feet, at 50 mph Food blender at 3 feet 80 Garbage disposal at 3 feet
Noisy urban area, daytime
70 Vacuum cleaner at 10 feet
Commercial area Normal speech at 3 feet
Heavy traffic at 300 feet 60
Large business office
Quiet urban daytime 50 Dishwasher, next room
Quiet urban nighttime 40 Theater or large conference room (background) Quiet suburban nighttime
30 Library
Quiet rural nighttime Bedroom at night or concert hall (background) 20 Broadcast/recording studio
10 Lowest threshold of human hearing 0 Lowest threshold of human hearing Source: Caltrans 2013a.
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Vibration Fundamentals
Vibration is an oscillating motion in the earth. Like noise, vibration is transmitted in waves, but through the earth or solid objects. Unlike noise, vibration is typically of a frequency that is felt rather than heard.

Vibration can be natural—such as earthquakes, volcanic eruptions, or landslides—or human-caused, such as explosions, heavy machinery, or trains. Both natural and human-caused vibration may be continuous, such as from operating machinery, or impulsive, as from an explosion.

As with noise, vibration can be described by both its amplitude and frequency. Amplitude can be characterized in three ways—displacement, velocity, and acceleration. Particle displacement is a measure of the distance that a vibrated particle travels from its original position; for the purposes of soil displacement, it is typically measured in inches or millimeters. Particle velocity is the rate of speed at which soil particles move in inches per second or millimeters per second. Table 5.13-2, Human Reaction to Typical Vibration Levels, presents the human reaction to various levels of peak particle velocity.

Table 5.13-2 Human Reaction to Typical Vibration Levels Vibration Level
Peak Particle Velocity
(in/sec) Human Reaction Effect on Buildings

0.006–0.019 Threshold of perception, possibility of intrusion Vibrations unlikely to cause damage of any type

0.08 Vibrations readily perceptible Recommended upper level of vibration to which ruins and ancient monuments should be subjected

0.10 Level at which continuous vibration begins to
annoy people
Virtually no risk of “architectural” (i.e., not structural) damage to normal buildings

0.20 Vibrations annoying to people in buildings Threshold at which there is a risk to “architectural” damage to normal dwelling—houses with plastered walls and ceilings

0.4–0.6
Vibrations considered unpleasant by people
subjected to continuous vibrations and
unacceptable to some people walking on
bridges
Vibrations at a greater level than normally expected from traffic, but would cause “architectural” damage and possibly minor structural damage
Source: Caltrans 2013b.

Vibrations also vary in frequency, and this affects perception. Typical construction vibrations fall in the 10 to 30 Hz range and usually occur around 15 Hz. Traffic vibrations exhibit a similar range of frequencies; however, due to their suspension systems, buses often generate frequencies around 3 Hz at high vehicle speeds. It is less common, but possible, to measure traffic frequencies above 30 Hz.

The way in which vibration is transmitted through the earth is called propagation. As vibration waves propagate from a source, the energy is spread over an ever-increasing area such that the energy level striking a given point is reduced with the distance from the energy source. This geometric spreading loss is inversely proportional to the square of the distance. Wave energy is also reduced with distance as a result of material damping in the form of internal friction, soil layering, and void spaces. The amount of attenuation provided by material damping varies with soil type and condition as well as the frequency of the wave. 553

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5.13.1.2 REGULATORY BACKGROUND
Federal Regulations
Federal Highway Administration
Proposed federal or federal-aided highway construction projects at a new location, or the physical alteration of an existing highway that significantly changes the horizontal or vertical alignment or increases the number of through-traffic lanes, require an assessment of noise and consideration of noise abatement per the Code of Federal Regulations Title 23, Part 772, “Procedures for Abatement of Highway Traffic Noise and Construction Noise.” The Federal Highway Administration (FHWA) has adopted noise abatement criteria for sensitive receivers—such as picnic areas, recreation areas, playgrounds, active sport areas, parks, residences, motels, hotels, schools, churches, libraries, and hospitals—when “worst-hour” noise levels approach or exceed 67 dBA Leq (FHWA 2017).

U.S. Environmental Protection Agency
In addition to FHWA standards, the U.S. Environmental Protection Agency (EPA) has identified the relationship between noise levels and human response. The EPA determined that over a 24-hour period, an Leq of 70 dBA will result in some hearing loss. Interference with activity and annoyance will not occur if exterior levels are maintained at an Leq of 55 dBA and interior levels at or below 45 dBA. These levels are relevant to planning and design and useful for informational purposes, but they are not land use planning criteria because they do not consider economic cost, technical feasibility, or the needs of the community; therefore, they are not mandated.

The EPA also set 55 dBA Ldn as the basic goal for exterior residential noise intrusion. However, other federal agencies, in consideration of their own program requirements and goals, as well as the difficulty of actually achieving a goal of 55 dBA Ldn, have settled on the 65 dBA Ldn level as their standard. At 65 dBA Ldn, activity interference is kept to a minimum, and annoyance levels are still low. It is also a level that can realistically be achieved.

U.S. Department of Housing and Urban Development
The U.S. Department of Housing and Urban Development (HUD) has set the goal of 65 dBA Ldn as a desirable maximum exterior standard for residential units developed with HUD funding (This level is also generally accepted within the State of California.) Although HUD does not specify acceptable interior noise levels, standard construction of residential dwellings typically provides 20 dBA or more of attenuation with the windows closed. Based on this premise, the interior Ldn should not exceed 45 dBA.

Occupational Health and Safety Administration
The federal government regulates occupational noise exposure common in the workplace through the Occupational Health and Safety Administration (OSHA) under the EPA. Noise limitations would apply to the operation of construction equipment and could also apply to any proposed industrial land uses. Noise 554

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exposure of this type is dependent on work conditions and is addressed through a facility’s Health and Safety Plan, as required under OSHA, and is therefore not addressed further in this analysis.

State Regulations
California Building Code
The California Building Code (CBC), Title 24, Part 2, Volume 1, Chapter 12, Section 1207.11.2, Allowable Interior Noise Levels, requires that interior noise levels attributable to exterior sources shall not exceed 45 dBA in any habitable room. The noise metric is evaluated as either the day-night average sound level (Ldn) or the community noise equivalent level (CNEL), consistent with the noise element of the local general plan.

Residential structures within the (65 dBA CNEL/Ldn) noise contours identified above require an acoustical analysis showing that the structure has been designed to limit intruding noise in the prescribed allowable levels. To comply with these regulations, applicants of new residential projects are required to submit an acoustical report in areas where noise and land use compatibility is a concern. The report is required to analyze exterior noise sources affecting the proposed dwelling site, predicted noise spectra at the exterior of the proposed dwelling structure considering present and future land usage, basis for the prediction (measure or obtained from published data), noise attenuation measures to be applied, and an analysis of the noise insulation effectiveness of the proposed construction showing that the prescribed (45 dBA CNEL/Ldn) interior noise level requirements are met. If interior allowable noise levels are met by requiring that windows be inoperable or closed, the design for the structure must also specify the means that will be employed to provide ventilation and cooling, if necessary, to provide a habitable interior environment.

The State of California’s noise insulation standards for non-residential uses are codified in the California Code of Regulations, Title 24, Building Standards Administrative Code, Part 11, California Green Building Standards Code (CALGreen). CALGreen noise standards are applied to new or renovation construction projects in California to control interior noise levels resulting from exterior noise sources. Proposed projects may use either the prescriptive method (Section 5.507.4.1) or the performance method (Section 5.507.4.2) to show compliance. Under the prescriptive method, a project must demonstrate transmission loss ratings for the wall and roof-ceiling assemblies and exterior windows when located within a noise environment of 65 dBA CNEL or higher. Under the performance method, a project must demonstrate that interior noise levels do not exceed 50 dBA Leq(1 hr).

General Plan Guidelines
The State of California, through its General Plan Guidelines, discusses how ambient noise should influence land use and development decisions and includes a table of normally acceptable, conditionally acceptable, normally unacceptable, and clearly unacceptable uses at different noise levels expressed in CNEL or Ldn. A conditionally acceptable analysis designation implies new construction or development should be undertaken only after a detailed analysis of the noise reduction requirements for each land use is made and needed noise insulation features are incorporated in the design. By comparison, a normally acceptable designation indicates that standard construction can occur with no special noise reduction requirements. Local municipalities adopt 555

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these compatibility standards as part of their General Plan and modify them as appropriate for their local environmental setting.

Airport Noise Standards
California Code of Regulations Title 21, Subchapter 6, Airport Noise Standards, establishes 65 dBA CNEL as the acceptable level of aircraft noise for persons living in the vicinity of airports. Noise-sensitive land uses are generally incompatible in locations where the aircraft exterior noise level exceeds 65 dBA CNEL, unless an aviation easement for aircraft noise has been acquired by the airport proprietor or the residence is a high-rise with an interior CNEL of 45 dBA or less in all habitable rooms and has an air circulation or air conditioning system, as appropriate. Assembly Bill (AB) 2776 requires any person who intends to sell or lease residential properties in an airport influence area to disclose that fact to the person buying the property.

Local Regulations
City of Wildomar Municipal Code
Chapter 9.48, Noise Regulation, of the Wildomar Municipal Code, establishes Citywide standards to regulate noise, so that noise does not jeopardize the health, safety, or general welfare of the City of Wildomar residents and degrade their quality of life.

Section 15.04.010 of the City Municipal Code states that construction within one-fourth mile from an occupied residence shall be permitted Monday through Saturday 6:30 am to 7:00 pm, and no construction on Sunday or City-observed holidays unless approved by City Building Official or City Engineer.

5.13.1.3 EXISTING CONDITIONS
Ambient Noise Monitoring
Long Term
To determine a baseline noise level at different environments within the City, ambient noise monitoring was conducted in the vicinity of school, residential, and commercial land uses. Staff conducted noise monitoring from Monday, September 18, 2023, through September 20, 2023, and September 27, 2023, through September 29, 2023. Five long-term (48 hours) and twelve short-term (15 minutes) measurements were taken.

The primary noise source at a majority of measurement locations is traffic. Meteorological conditions during the measurement period were favorable for outdoor sound measurements and were noted to be representative of the typical conditions for the season. Generally, conditions included clear skies with temperatures varying between 71-80 degrees Fahrenheit (°F) with winds ranging between three and six miles per hour (mph). All sound level meters were equipped with a windscreen during measurements.

The sound level meters used (Soft Db Piccolo II) for long-term noise monitoring satisfy the American National Standards Institute (ANSI) standard for Type 1 instrumentation. The long-term sound level meters were set to “slow” response and “A” weighting (dBA). The meters were calibrated prior to and after the monitoring period. All measurements were at least five feet above the ground and away from reflective 556

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surfaces. Long-term noise measurement locations are described below and shown on Figure 5-13-1, Approximate Noise Monitoring Locations, and results are summarized in Table 5.13-3, Long-Term Noise Measurement Summary.
 Long-Term Location 1 (LT-1) was mounted near the intersection of Harvest Way and Plowshare Road near 3392 Harvest Way. A 24-hour noise measurement was conducted, beginning at 9:12 am on Wednesday, September 27, 2023. The noise environment is characterized primarily by vehicle traffic on Harvest Way.
 Long-Term Location 2 (LT-2) was mounted along Corydon Road near 32885 Corydon Road (mixeduse area). A 24-hour noise measurement was conducted, beginning at 4:00 pm on Monday, September 18, 2023. The noise environment is characterized primarily by vehicle traffic on Corydon Road.  Long-Term Location 3 (LT-3) was mounted by Corydon Road and Mission Trail approximately 10 feet west from the nearest southbound travel lane centerline. A 24-hour noise measurement was conducted, beginning at 3:35 pm on Monday, September 18, 2023. The noise environment is characterized primarily by vehicle traffic on Mission Trail.
 Long-Term Location 4 (LT-4) was mounted along Clinton Keith Road by 32450 Clinton Keith Road (commercial). A 24-hour noise measurement was conducted, beginning at 2:40 pm on Monday, September 18, 2023. The noise environment is characterized primarily by vehicle traffic on Clinton Keith Road.
 Long-Term Location 5 (LT-5) was mounted along Wildomar Trail by 32420 Wildomar Trail (commercial). A 24-hour noise measurement was conducted, beginning at 3:04 pm on Monday, September 18, 2023. The noise environment is characterized primarily by vehicle traffic on Wildomar Trail.

Table 5.13-3 Long-Term Noise Measurement Summary
Monitoring
Location Description
24-hour Noise Level, dBA
CNEL Lowest Leq(1hr) Highest Leq(1hr)
LT-1 Intersection of Harvest Way and Plowshare Road near 3392 Harvey Way (residence) 9/27/2023, 9:12 AM 67 30 84
LT-2 Corydon Road near 32885 Corydon Road (mixed-use area) 09/18/2023, 4:00 PM 74 56 70
LT-3 By Corydon Road and Mission Trail 09/18/2023, 3:35 PM 77 60 81 LT-4 Along Clinton Keith Road by 32450 Clinton Keith Road (commercial) 09/18/2023 2:40 PM 71 53 75
LT-5 Along Wildomar Trail by 32420 Wildomar Trail (commercial) 09/18/2023 3:04 PM 75 60 79
Source: Appendix 5.13-1.
557
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Source: Generated using ArcMap 2022.

5. Environmental Analysis
0 Scale (Miles)
1 City of Wildomar Boundary
15 WILDOMAR WILDOMAR

MURRIETA

UNINCORPORATED

RIVERSIDE COUNTY

UNINCORPORATED

RIVERSIDE COUNTY
Bundy Canyon Rd
Grand Ave
Corydon Rd
Mission Trail
Palomar St
Wildomar Trl
Clinton Keith Rd
Jackson Ave
Washington Ave
E Lakeshore Dr
Canyon Hills Rd
Railroad Canyon Rd
Murrieta Rd
Ivy St
Figure 5.13-1 - Approximate Noise Monitoring Locations

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ST-X Short-Term (15-minute) Noise Measurement Locations (12) LT-X Long-Term (24-hour) Noise Measurement Locations (5) LT-2
LT-3
LT-5
LT-1
LT-4
ST-1
ST-2
ST-3
ST-4
ST-5
ST-6
ST-7
ST-8
ST-10 ST-9
ST-11
ST-12
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Short Term
Twelve short-term (15-minute) measurement locations were selected and ambient noise monitoring was conducted around Wildomar. All measurements were conducted between Friday, September 15, 2023, and Monday, September 18, 2023. The primary noise source at a majority of these measurement locations is traffic. Urban, school, and residential activities (such as dogs, car doors shutting, and conversations of passersby) also contributed to the overall noise environment.

The sound level meter used (Larson Davis LxT) for short-term noise monitoring satisfies the American National Standards Institute (ANSI) standard for Type 1 instrumentation. The short-term sound level meter was set to “slow” response and “A” weighting (dBA). The meter was calibrated prior to and after the monitoring period. All measurements were at least five feet above the ground and away from reflective surfaces. Short-term measurement locations are described below and shown on Figure 5.13-1, and results are summarized in Table 5.13-4, Short-Term Noise Measurements Summary in A-Weighted Sound Levels.  Short-Term Location 1 (ST-1) was next to 24960 Deep Well Road (residence). A 15-minute noise measurement began at 12:38 pm on Friday, September 15, 2023. The noise environment is characterized primarily by cars passing by as well as residential maintenance activity (vacuum ran in distance during duration of measurement). Noise levels generally ranged from 45 dBA to 50 dBA Leq.  Short-Term Location 2 (ST-2) was next to 34474 Wheelbarrow Lane (residence). A 15-minute noise measurement began at 1:07 pm on Friday, September 15, 2023. The noise environment is characterized primarily by residential noise and bird activity within the neighborhood with occasional dog barks. Noise levels generally ranged from 35dBA to 40 dBA Leq.
 Short-Term Location 3 (ST-3) was along 33514 Great Falls Road (residence). The measurement location was located approximately 10 feet east of the nearest travel centerline. A 15-minute noise measurement began at 2:02 pm on Friday, September 15, 2023. The noise environment is characterized primarily by cars passing by as well as pedestrians talking. Noise levels generally ranged from 40 dBA to 45 dBA Leq.
 Short-Term Location 4 (ST-4) was next to 23541 Bundy Canyon Road (Church/School). A 15-minute noise measurement began at 1:33 pm on Friday, September 15, 2023. The noise environment is characterized primarily by traffic along Bundy Canyon Road. Noise levels generally ranged from 65 dBA to 70 dBA.
 Short-Term Location 5 (ST-5) was along 22271 Baxter Road (residence). A 15-minute noise measurement began at 3:00 pm on Friday, September 15, 2023. The noise environment is characterized primarily by cars passing by along the adjacent main road. Noise levels generally ranged from 40 dBA to 45 dBA Leq.
 Short-Term Location 6 (ST-6) was next to 35992 Avry Way (residence with nearby commercial center).

A 15-minute noise measurement began at 3:00 pm on Friday, September 15, 2023. The noise 559

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environment is characterized primarily by cars passing by along Catt Road as well as background road noise from SR-15. Noise levels generally ranged from 60 dBA to 65 dBA Leq.  Short-Term Location 7 (ST-7) was next to 32477 Starbucks Circle (church/school). A 15-minute noise measurement began at 3:25 pm on Friday, September 15, 2023. The noise environment is characterized primarily by cars passing by along Palomar Street. Noise levels generally ranged from 45 dBA to 50 dBA Leq.
 Short-Term Location 8 (ST-8) was next to 35335 El Diamante Drive (residence with nearby school). A 15-minute noise measurement began at 12:02 pm on Monday, September 18, 2023. The noise environment is characterized primarily by cars passing by along Wildomar Trail with noise also coming from the nearby school. Noise levels generally ranged from 60 dBA to 65 dBA Leq.  Short-Term Location 9 (ST-9) was next to 25934 Seagrass Trail (residence). A 15-minute noise measurement began at 12:30 pm on Monday, September 18, 2023. The noise environment is characterized primarily by cars passing by and residential maintenance activity such as lawnmower, leafblower, and vacuum noise within the distance. Noise levels generally ranged from 40 dBA to 45 dBA Leq.
 Short-Term Location 10 (ST-10) was next to 25139 Loring Road (residence). A 15-minute noise measurement began at 12:55 pm on Monday, September 18, 2023. The noise environment is characterized primarily by cars passing by and residential maintenance activity such as vacuum noise within the distance. Noise levels generally ranged from 40 dBA to 45 dBA Leq.  Short-Term Location 11 (ST-11) was next to 32755 Trailwood Court (residence with nearby school). A 15-minute noise measurement began at 1:38 pm on Monday, September 18, 2023. The noise environment is characterized primarily by cars idling waiting to pick up students from the nearby school, school buses, students and parents talking and walking by the meter. Noise levels generally ranged from 60 dBA to 65 dBA Leq.
 Short-Term Location 12 (ST-12) was next to 21827 Athea Way (residence with nearby school). A 15- minute noise measurement began at 2:09 pm on Monday, September 18, 2023. The noise environment is characterized primarily by cars idling waiting to pick up students from the nearby school and car pass-bys.

Noise levels generally ranged from 60 dBA to 65 dBA Leq. 560

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Table 5.13-4 Short-Term Noise Measurements Summary in A-weighted Sound Levels Monitoring
Location Description
15-minute Noise Level, dBA
Leq Lmax Lmin L50 L25 L8 L2
ST-1
Intersection of Deep Wells Road and Hidden
Hollow Road near 24960 Deep Well Road
(Residence) 09/15/2023 12:38 PM

46.9 69.8 36.3 40.5 45.0 51.5 56.1
ST-2
Intersection of The Farm Road and Wheelbarrow
Road near 34474 Wheelbarrow Lane (Residence)
09/15/2023 1:07 PM

40.9 54.2 35.4 38.7 41.4 44.3 47.5
ST-3
Intersection of Gafford Road and Great Falls Road,
near 33514 Great Falls Road (Residence)
9/15/2023 2:03 PM

49.3 69.7 39.6 41.6 43.3 49.5 58.0
ST-4
Intersection of Oak Creek Road and Bundy
Canyon Road, near 23541 Bundy Canyon Road
(Church) 9/15/2023 1:33 PM.

63.6 74.3 42.2 62.4 65.0 67.3 69.7
ST-5
Intersection of Gruwell Street and Baxter Road
near 22271 Baxter Road (Residence) 9/15/2023
3:00 PM

47.9 95.2 38.8 42.2 46.1 52.2 56.8
ST-6 Intersection of Avry Road and Catt Road near
35992 Avry Way (Residence) 9/15/2023 3:00 PM. 62.3 62.5 62.2 62.3 62.4 62.5 62.5 ST-7
Near Washington Avenue near Murrieta Springs
Adventist Christian Academy near 32477
Starbucks Circle (Church) 9/15/23 3:25 PM

49.6 61.2 42.8 48.8 50.5 52.3 54.7
ST-8
Intersection of Brilliante Drive and El Diamante
Drive near 5335 El Diamante Drive 9/18/23 12:02
PM

64.3 87.0 44.6 52.5 59.8 66.7 72.6
ST-9
Intersection of Seagrass Trail and Via Sarah, near
25934 Seagrass Trail (Residence) 9/18/2023
12:30 PM.

46.5 61.1 34.3 40.9 40.9 46.1 55.6
ST-10
Intersection of Cassandra Street and Loring Road,
near 25139 Loring Road (Residence) 9/18/2023
12:55 PM

51.9 70.0 38.1 42.1 45.0 52.7 63.1
ST-11
Intersection of Union Street and Trailwood Court,
near 32755 Trailwood Court (Residence) 9/18/23
1:38 PM

64.0 64.2 64.0 64.0 64.1 64.1 64.2
ST-12 Intersection of Athea Way and Willow Road, near
21827 Athea Way (Residence) 9/18/23 2:09 PM 65.0 77.3 47.8 60.8 65.8 69.8 72.5 Source: Appendix 5.13-1.

Existing Traffic Noise
On-road vehicles represent the most prominent source of noise in the City. Existing traffic noise conditions were modeled using the FHWA’s traffic noise prediction model (FHWA RD-77-108). Average daily traffic (ADT) volumes, vehicle mix (auto, medium-duty truck, heavy-duty truck), speeds, time of day split (day, evening, night), speeds, and number of lanes data were provided by Chen Ryan Associates for highway and roadway segments throughout the City. The FHWA model predicts noise levels through a series of adjustments to a reference sound level. These adjustments account for distances from the roadway, traffic volumes, vehicle speeds, car/truck mix, number of lanes, and road width. Table 5.13-5, Existing Traffic Noise Conditions, lists the calculated existing noise levels on roadways at a distance of 50 feet from the nearest travel lane centerline. Figure 5.13-2, Existing Traffic Noise Contours, illustrates the modeled roadways and existing noise contours for 60 dBA CNEL, 65 dBA CNEL, and 70+ dBA CNEL. 561

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Table 5.13-5 Existing Traffic Noise Conditions
Roadway Segment
Existing ADT
Volumes
CNEL dBA at 50
Feet1
Distance to 70+
dBA CNEL in
Feet1
Distance to
65+ dBA CNEL
in Feet1
Distance to
60+ dBA CNEL
in Feet1
Bundy Canyon Road
Mission Trail to Orange Street 10,685 64.8 83 178 384
Orange Street to I-15 SB Ramps 21,443 67.8 56 121 260
I-15 SB Ramps to I-15 NB Ramps 21,367 67.8 61 131 282
I-15 NB Ramps to Monte Vista Road 19,099 67.3 4 9 19
Monte Vista Road to The Farm Road 18,152 67.1 38 82 176 The Farm Road to City Limit 14,869 66.3 39 83 179
Clinton Keith Road
Grand Avenue to Palomar Street 17,051 64.2 38 83 178
Palomar Street to Hidden Springs Road 28,119 66.3 27 58 124 Hidden Springs Road to I-15 SB Ramps 37,356 67.6 23 51 109 I-15 SB Ramps to I-15 NB Ramps 36,262 67.4 10 21 46
I-15 NB Ramps to Wildomar Trail 31,650 66.9 46 99 214
Wildomar Trail to Inland Valley Drive 29,793 66.6 42 91 195 Inland Valley Drive to City Limit 23,439 65.6 6 13 28
Corydon Road
Grand Avenue to Palomar Street 13,791 63.2 12 25 54
Palomar Street to Mission Trail 15,565 63.8 12 27 58
Cottonwood Canyon Road City Limit to Bundy Canyon Road 694 50.2 10 21 45 Grand Avenue
Corydon Road to Sheila Lane 10,378 64.7 73 156 337
Sheila Lane to Gruwell Street 10,635 64.8 75 162 350
Gruwell Street to Wildomar Trail 10,572 64.8 59 127 273 Wildomar Trail to McVicar Street 6,123 62.4 40 86 186
McVicar Street to Clinton Keith Rd 5,047 61.6 18 39 84
Gruwell Street Grand Avenue to Palomar Street 2,584 52.6 23 50 108 Hidden Springs Road Clinton Keith Rd to South of Clinton Keith Rd 10,574 62.1 42 89 193 Inland Valley Drive Clinton Keith Road to Preilipp Road 11,756 65.2 51 110 237 La Estrella Street Wildomar Trail to Salida Del Sol 1,227 55.4 40 86 185 562

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Table 5.13-5 Existing Traffic Noise Conditions
Roadway Segment
Existing ADT
Volumes
CNEL dBA at 50
Feet1
Distance to 70+
dBA CNEL in
Feet1
Distance to
65+ dBA CNEL
in Feet1
Distance to
60+ dBA CNEL
in Feet1
Lemon Street Mission Trail to I-15 3,276 57.0 44 95 205 I-15 to Lost Road 3,613 57.4 50 107 231
McVicar Street Grand Avenue to Palomar Street 2,458 58.4 19 42 90 Mission Trail
City Limit to Lemon Street 20,363 68.8 6 13 27
Lemon Street to Corydon Road 21,501 69.0 30 64 138
Corydon Road to Bundy Canyon Road 14,848 67.4 39 85 182 Bundy Canyon Road to Palomar Street 8,322 64.9 33 72 154 Monte Vista Drive Bundy Canyon Road to Wildomar Trail 2,533 58.6 16 34 72 Palomar Street
Corydon Road to Mission Trail 3,796 54.3 14 30 64
Mission Trail to Orange Street/Gruwell Street 8,808 57.9 17 36 77 Orange Street/Gruwell Street to Wildomar Trail 12,020 59.3 83 178 384 Wildomar Trail to McVicar Street 8,254 57.6 56 121 260
McVicar Street to Clinton Keith Rd 9,625 58.3 61 131 282 Clinton Keith Rd to Washington Ave 11,571 59.1 4 9 19
Prielipp Road Inland Valley Drive to City Limit 6,859 61.6 38 82 176 Salida Del Sol La Estrella Street to Clinton Keith Road 845 52.5 39 83 179 Wildomar Trail
Grand Avenue to Palomar Street 9,627 58.3 38 83 178
Palomar Street to I-15 SB Ramps 14,229 60.0 27 58 124
I-15 SB Ramps to I-15 NB Ramps 11,099 59.0 23 51 109
I-15 NB Ramps to Monte Vista Drive 3,559 54.0 10 21 46
Wildomar Trail to La Estrella Street 3,065 53.4 46 99 214 La Estrella Street to Clinton Keith Road 4,001 54.5 42 91 195 Source: See Appendix 5.17-1.

Note: Calculated using the FHWA RD-77-108 model based on traffic data provided by Chen Ryan Associates. 1Distance measured from centerline of roadway segment 563
PlaceWorks
Source: FEMA 2023.

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0 Scale (Miles)
1 Figure 5.13-2 - Existing Traffic Noise Contours

5. Environmental Analysis
City of Wildomar Boundary
15 215

WILDOMAR WILDOMAR

MURRIETA

MENIFEE MENIFEE

UNINCORPORATED

RIVERSIDE COUNTY

UNINCORPORATED

RIVERSIDE COUNTY

LAKE ELSINORE
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Aircraft Noise
There are no airports in Wildomar. The nearest airport to the City is Skylark Airport (or Skydive Elsinore) a private airstrip in Lake Elsinore, approximately 425 feet west of the City’s western boundary. The nearest public airport, which is approximately 4.8 miles southeast of the City of Wildomar, is the French Valley Airport in the City of Murrieta.

Stationary Noise
Stationary sources of noise occur from all types of land uses. Residential uses generate noise from landscaping, maintenance activities, and air conditioning systems. Commercial uses generate noise from heating, ventilation, and air conditioning (HVAC) systems; loading docks; and other sources. Industrial uses generate noise from HVAC systems, loading docks, and outdoor machinery. Noise generated by residential or commercial uses is generally short and intermittent. Industrial uses generate noise on a more continual basis.

Nightclubs, outdoor dining areas, gas stations, car washes, fire stations, drive-throughs, swimming pool pumps, school playgrounds, athletic and music events, and public parks are other common stationary noise sources.

Existing Vibration
Commercial and industrial operations in the City can generate varying degrees of ground vibration, depending on the operational procedures and equipment. Such equipment-generated vibrations spread through the ground and diminish with distance from the source. The effect on buildings in the vicinity of the vibration source varies depending on soil type, ground strata, and receptor-building construction. The results from vibration can range from no perceptible effects at the lowest vibration levels, to low rumbling sounds and perceptible vibrations at moderate levels, to slight structural damage at the highest levels.

Sensitive Receptors
Certain land uses are particularly sensitive to noise and vibration. Land uses considered as sensitive receptors in the City include residences, schools, and hospitals. These uses are regarded as sensitive because they are where citizens most frequently engage in activities that are likely to be disturbed by noise, such as reading, studying, sleeping, resting, or engaging in quiet or passive recreation. Commercial and industrial uses are not particularly sensitive to noise or vibration.

5.13.2 Thresholds of Significance
According to Appendix G of the CEQA Guidelines, a project would normally have a significant effect on the environment if the project would result in:

N-1 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.

N-2 Generation of excessive groundborne vibration or groundborne noise levels. 565

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N-3 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, if the project would expose people residing or working in the project area to excessive noise levels.

Construction Noise and Vibration Thresholds
As mentioned above, the City does not have specific limits or thresholds for construction noise. Therefore, the FTA construction noise criterion of 80 dBA Leq (8hr) is used in this analysis to assess the significance of construction noise impacts at sensitive receptors.

Stationary Noise Thresholds
The City provides exterior noise standards for operational stationary noise sources (shown in Table 5.13-6) between the hours of 7:00 am and 10:00 pm and 10:00 pm and 7:00 am. For the purposes of this analysis, these standards are used to determine significant stationary noise impacts to stationary noise.

Table 5.13-6 Allowable Exterior Noise Levels
Time Period1
Noise Level (dBA)
L50 L25 L8 L2 Lmax
Daytime, 7:00 AM–7:00 PM 60 65 70 75 80
Nighttime, 7:00 PM–7:00 AM 55 60 65 70 75
1 Standard daytime and nighttime hours.

Transportation Noise Thresholds
A project will normally have a significant effect on the environment related to noise if it will substantially increase the ambient noise levels for adjoining areas. Most people can detect changes in sound levels of approximately 3 dBA under normal, quiet conditions, and changes of 1 to 3 dBA are detectable under quiet, controlled conditions. Changes of less than 1 dBA are usually indiscernible. A change of 5 dBA is readily discernible to most people in an exterior environment. Based on this, the following thresholds of significance, similar to those recommended by the FAA, are used to assess traffic noise impacts at sensitive receptor locations. A significant impact would occur if the traffic noise increase would exceed:
 1.5 dBA in ambient noise environments of 65 dBA CNEL and higher  3 dBA in ambient noise environments of 60 to 64 dBA CNEL  5 dBA in ambient noise environments of less than 60 dBA CNEL Vibration Thresholds
As mentioned above, the City does not have specific limits or thresholds for construction vibration.

Therefore, the recommended criteria by the FTA for vibration damage, shown in Table 5.13-7, Building Architectural Damage Limits, are used in this analysis to access the significance of vibration impacts. 566

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Table 5.13-7 Building Architectural Damage Limits
Building Category PPV (in/sec)
I. Reinforced concrete, steel, or timber (no plaster) 0.5 II. Engineered concrete and masonry (no plaster) 0.3
III. Nonengineered timber and masonry buildings 0.2
IV. Buildings extremely susceptible to vibration damage 0.12 Source: FTA 2018.

5.13.3 Proposed General Plan Goals and Policies
Land Use Element
GOAL LU 6 Maintenance and Compatibility With Other Uses. Development is located and designed to maintain the qualities that distinguish Wildomar and to ensure effective transitions between neighborhoods and districts.
 Policy LU-6.1 Protect from Adverse Impacts. Retain and enhance the integrity of existing residential, employment, and open space areas by protecting them from encroachment of land uses that would result in impacts from noise, noxious fumes, glare, shadowing, and traffic.

Noise Element
GOAL N 1: A City with appropriate noise and vibration levels that supports a range of places to promote the health, safety, and general welfare of the public and protects from adverse noise impacts.  Policy N-1.1: Sound Design. Require the use of integrated design-related noise reduction measures for interior and exterior areas prior to using noise barriers, buffers, or walls to reduce noise levels generated by or affected by new development.
 Policy N-1.2: Noice Compliance. Continue to require developments to comply with local, regional, and state building code regulations and standards, including but not limited to the City's municipal code; Title 24 of the California Code of Regulations, including the California Green Building Code; Occupational Safety and Health Administration, Federal Transit Administration, and Federal Highway Administration regulations; and subdivision and development codes.  Policy N-1.3: Noise Boundaries. Coordinate with the County of Riverside, and the cities of Lake Elsinore, Menifee, and Murietta to minimize noise impacts from adjacent land uses along the City's boundaries, especially its rural edges.
 Policy N-1.4: Noise Barriers. Discourage use of noise barriers and walls constructed exclusively for noise-attenuation purposes, where possible. In instances where noise barriers cannot be avoided, consider the use of site planning and building material/design features in conjunction with barriers to mitigate visual impacts and reduce the size of barriers.
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 Policy N-1.5 Temporary Noise. Regulate temporary noise, such as party noise, live events, playground noise, construction during the day and night (including concrete slab pouring), and barking dogs, through the City's Municipal Code.
 Policy N-1.6 Construction Noise Require development to minimize the exposure of neighboring properties to excessive noise levels from construction-related activity during all phases of construction.  Policy N-1.7 Vibration Assessment. Restrict the placement of sensitive land uses in proximity to vibration-producing land uses.
 Policy N-1.8 Vibration Velocity Level. Require new development to generate operational and/or construction vibration levels no greater than 75 VdB at the property line of a sensitive receptor where feasible, as indicated in Table 7-4.

GOAL N 2: Promote existing and future land compatibility with current and projected local and regional noise conditions.
 Policy N-2.1 Land Use Compatibility. Require future developments to adhere to the land use compatibility standards in Table 7-3.
 Policy N-2.2 Protect Noise-Sensitive Land Uses. Discourage noise-sensitive uses in areas in excess of the listed noise levels in Table 7-3.
 Policy N-2.3 Guide Noise-Tolerant Use. Plan and promote noise-tolerant land uses in noise generating areas such as transportation corridors adjacent to the I-15.  Policy N-2.4 Secure Noise-Producing Areas and Noise-Sensitive Land Uses. Minimize nonresidential noise impacts on residential use and preserve areas of noise generating uses by limiting the incursion of residential and noise sensitive areas.
 Policy N-2.5 Development Near Transportation Corridors. For development in infill areas; near Riverside Transit Agency Bus Lines (RTA bus); or along highways, arterials, and collectors, allow an exemption from exterior noise standards for secondary open space areas (such as front yards, parking lots, stoops, porches, or balconies) if noise standards can be met for primary open space.

GOAL N 3: Promote reduction of noise from non-transportation-related sources on sensitive receptors.  Policy N-3.1 Noise Compliance. Ensure compliance with standards and procedures for mitigating construction related activities that introduce excessive noise levels.  Policy N-3.2 Non-Transportation Operation. Continue to require future developments involving the use of stationary equipment to comply with standards for regulating noise levels for operation of the project and thresholds for any noise-sensitive receivers. 568

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GOAL N 4: Curb traffic level noise increases near sensitive receivers and areas exceeding noise level standards by promoting safe and reasonable truck traffic routes, alternative modes of transportation, and adherence to regulations for existing and future transportation noise sources.  Policy N-4.1 Transportation Compliance. Require future transportation noise sources comply with the City’s exterior noise levels.
 Policy N-4.2 Truck Delivery Transport. Require commercial or industrial truck delivery hours be limited when adjacent to noise-sensitive land uses unless there is no feasible alternative or there are overriding transportation benefits.

5.13.4 Environmental Impacts
As a result of the California Supreme Court decision regarding the assessment of the environment’s impacts on projects (California Building Industry Association v. Bay Area Air Quality Management District, 62 Cal. 4th 369 (No. S 213478) issued December 17, 2015), it is generally no longer the purview of the CEQA process to evaluate the impact of existing environmental conditions on any given project. As a result, while the noise from existing sources is taken into account as part of the baseline, the direct effects of exterior noise from nearby noise sources relative to land use compatibility of a future project as a result of implementation of the project is typically no longer a required topic for impact evaluation under CEQA. Generally, for noise levels affecting individual project sites, no determination of significance is required except for certain school projects, projects affected by airport noise, and projects that would exacerbate existing conditions (i.e., projects that would have a significant operational impact). As required by the Proposed General Plan Policy N-2.1, new projects shall be required to meet acceptable exterior noise levels standards as established in the Noise and Land Use Compatibility Guidelines from the Proposed General Plan. These guidelines, along with the future noise levels, which will be shown in the Proposed General Plan noise contour maps, should be used by the City as a guide for evaluating the compatibility of noise sensitive projects in potentially noisy areas.

5.13.4.1 METHODOLOGY
Traffic noise levels for existing and future conditions were estimated using the FHWA traffic noise prediction model methodology. Traffic volumes vehicle mix (auto, medium-duty truck, heavy-duty truck), time of day split (day, evening, night), speeds, and number of lanes data were provided by Chen Ryan Associates for highway and roadway segments in the City for existing and buildout conditions. The FHWA model predicts noise levels through a series of adjustments to a reference sound level. These adjustments account for distances from the roadway, traffic volumes, vehicle speeds, car/truck mix, number of lanes, and road width.

The complete distances to the 70 dBA CNEL, 65 dBA CNEL, and 60 dBA CNEL existing and future noise contours for roadway segments in the City are included in Appendix 5-13.1.

Impacts of the Environment on a Project
Buildout of the proposed land use plan under the proposed project could result in siting sensitive uses (e.g., residential) near major sources of noise and vibration (e.g., freeways, industrial uses, etc.). Developing new 569

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sensitive land uses near sources of emissions could expose persons that inhabit these sensitive land uses to potential noise levels that exceed the City’s sound level standards in Table 1 of Section 9.48.040 of the Municipal Code, or the FTA vibration standards. However, the purpose of this environmental evaluation is to identify the significant effects of the proposed project on the environment, not the significant effects of the environment on the proposed project. As a result of the California Supreme Court decision regarding the assessment of the environment’s impacts on projects (California Building Industry Association v. Bay Area Air Quality Management District, 62 Cal. 4th 369 (No. S 213478) issued December 17, 2015), it is generally no longer the purview of the CEQA process to evaluate the impact of existing environmental conditions on any given project. Therefore, CEQA does not require an analysis of the potential environmental effects from siting sensitive receptors near existing sources, and this type of analysis is not provided in Section 5.13.4.2.

However, the proposed project includes policies (Land Use Element Policy LU-6.1) that would require design features to minimize noise and vibration impacts and to comply with the City’s sound level standards.

5.13.4.2 IMPACT ANALYSIS
The applicable thresholds are identified in brackets after the impact statement.

Impact 5.13-1: Construction activities would result in temporary noise increases in the vicinity of the proposed project. [Threshold N-1]
As part of implementing the proposed project, various individual future development and redevelopment projects would generate temporary noise level increases on and adjacent to construction sites in the city.

Construction within the City would be limited to weekdays and non-holidays to the hours in the City’s Municipal Code Section 9.48.020(I). The hours would be from 6:00 am to 6:00 pm during the months of June through September, and 7:00 am to 6:00 pm during the months of October through May. Additionally, construction within one-quarter mile from an occupied residence shall be permitted Monday through Saturday 6:30 am to 7:00 pm, and no construction on Sunday or City-observed holidays unless approved by City Building Official or City Engineer, as noted in Section 15.04.010 of the City Municipal Code.

Construction activities are performed in distinct steps, each of which has its own mix of equipment, and, consequently, its own noise characteristics. Table 5.13-8, Reference Construction Equipment Noise Levels, lists typical construction equipment noise levels recommended for noise-impact assessments based on a distance of 50 feet between the equipment and noise receptor.
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Table 5.13-8 Reference Construction Equipment Noise Levels Construction Equipment
Typical Max Noise Level at 50 feet
(dBA Lmax)
1 Construction Equipment
Typical Max Noise Level at 50 feet
(dBA Lmax)
1 Air Compressor 80 Pile-Driver (Impact) 101
Backhoe 80 Pile-Driver (Sonic) 95
Ballast Equalizer 82 Pneumatic Tool 85
Ballast Tamper 83 Pump 77
Compactor 82 Rail Saw 90
Concrete Mixer 85 Rock Drill 95
Concrete Pump 82 Roller 85
Concrete Vibrator 76 Saw 76
Crane, Derrick 88 Scarifier 83
Crane, Mobile 83 Scraper 85
Dozer 85 Shovel 82
Generator 82 Spike Driver 77
Grader 85 Tie Cutter 84
Impact Wrench 85 Tie Handler 80
Jack Hammer 88 Tie Inserter 85
Loader 80 Truck 84
Paver 85
Source: FTA 2018.

As shown in Table 5.13-8, construction equipment generates high levels of noise, with maximums ranging from 76 to 101 dBA at a distance of 50 feet. Construction of individual development projects associated with implementation of the proposed project would temporarily increase the ambient noise environment and would have the potential to affect noise-sensitive land uses in the vicinity of an individual project.

Construction noise levels are highly variable and dependent upon the specific locations, site plans, construction details, and presence or absence of any natural or human-made barriers with potential acoustic dampening effects (e.g., the presence of vegetation, berms, walls, or buildings). Significant noise impacts may occur from operation of heavy earth-moving equipment and truck-haul operations that would occur with construction of individual development projects, which have not yet been developed, particularly if construction techniques, such as impact pile driving or vibratory pile driving, are proposed. The time of day that construction activity is conducted would also determine the significance of each project, particularly during the more sensitive evening/nighttime hours. However, construction would be localized and would occur intermittently for varying periods of time.

Because specific project-level information is not available at this time, it is not possible nor appropriate to quantify the construction noise impacts at specific sensitive receptors. In most cases, construction of individual development projects associated with implementation of the proposed project would temporarily increase the ambient noise environment in the vicinity of each individual project, potentially affecting existing and future nearby sensitive uses. Proposed General Plan Policy N-1.6 would help to mitigate City impacts by requiring them to minimize short-term noise impacts on sensitive receptors using best management practices. 571

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However, because construction activities associated with any individual development may occur near noisesensitive receptors and because, depending on the project type, equipment list, time of day, phasing, and overall construction durations, noise disturbances may occur for prolonged periods of time or during the more sensitive evening/nighttime hours, construction noise impacts associated with implementation of the proposed project are considered potentially significant.

Level of Significance Before Mitigation: Impact would be potentially significant.

Mitigation Measures
N-1 Construction Noise Measures. Construction contractors shall implement the following measures for construction activities conducted in the City of Wildomar. Construction plans submitted to the City shall identify these measures on demolition, grading, and construction plans. The City of Wildomar shall verify that grading, demolition, and/or construction plans submitted to the City include these notations prior to issuance of demolition, grading, and/or building permits.
 During the entire active construction period, equipment and trucks used for project construction shall use the best-available noise control techniques (e.g., improved mufflers, equipment redesign, use of intake silencers, ducts, engine enclosures, and acoustically attenuating shields or shrouds), wherever feasible to maintain construction noise levels at or below the performance standard of 80 dBA Leq. Proper mufflers and/or silencers can achieve a 4 to 5 dBA reduction, while engine enclosers can achieve 8 to 10 dBA reduction
 Impact tools (e.g., jack hammers and hoe rams) shall be hydraulically or electrically powered wherever possible. Where the use of pneumatic tools is unavoidable, an exhaust muffler on the compressed air exhaust shall be used along with external noise jackets on the tools to maintain construction noise levels at or below the performance standard of 80 dBA Leq. Pneumatic tools typically measure at a noise level of 6 to 8 dBA lower than impact tools.
 Stationary equipment, such as generators and air compressors, shall be located as far as feasible from nearby noise-sensitive uses.
 Stockpiling shall be located as far as feasible from nearby noise-sensitive receptors.  Construction traffic shall be limited, to the extent feasible, to approved haul routes established by the City Planning and Building Agency.
 At least 10 days prior to the start of construction activities, a sign shall be posted at the entrance(s) to the job site, clearly visible to the public, that includes permitted construction days and hours, as well as the telephone numbers of the City’s and contractor’s authorized representatives that are assigned to respond in the event of a noise or vibration complaint. If the authorized contractor’s representative receives a 572

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complaint, he/she shall investigate, take appropriate corrective action, and report the action to the City.
 As noted in 13 CCR 2480 & 2485 under CARB, any law enforcement department, including air districts and CARB, can fine a 10,000 pound or greater truck owner and driver up to $1000 per day for illegal idling. Signs shall be posted at the job site entrance(s), within the on-site construction zones, and along queueing lanes (if any) to reinforce the prohibition of unnecessary engine idling. All other equipment shall be turned off if not in use for more than 5 minutes.
 During the entire active construction period and to the extent feasible, the use of noiseproducing signals, including horns, whistles, alarms, and bells, shall be for safety warning purposes only. The construction manager shall use smart back-up alarms, which automatically adjust the alarm level based on the background noise level or switch off back-up alarms and replace with human spotters in compliance with all safety requirements and laws.
 If construction is anticipated for prolonged periods, as required by the Community Development Director, erect temporary noise barriers (at least as high as the exhaust of equipment and breaking line-of-sight between noise sources and sensitive receptors), as necessary and feasible, to maintain construction noise levels at or below the performance standard of 80 dBA Leq. Barriers shall be constructed with a solid material that has a density of at least 4 pounds per square foot with no gaps from the ground to the top of the barrier.

Level of Significance After Mitigation: Impact 5.13-1 would be significant and unavoidable.

Impact 5.13-2 Project implementation would result in long-term operation-related noise that would exceed local standards. [Threshold N-2]
Stationary Noise
Proposed General Plan would result in an increase in residential, commercial, and industrial land uses, and overall development and growth in Wildomar. Primary stationary noise sources would be from landscaping, maintenance activities, heating, ventilation, and air conditioning (HVAC) (residential and commercial), and loading and unloading activities at commercial and industrial uses. The Proposed General Plan would not result in new types of stationary noise sources. Furthermore, the Proposed General Plan includes policies that address stationary noise source compliance including Policy N-3.1, which calls for ensuring compliance with standards and procedures for mitigating construction noise, and Policy N-3.2, which requires future developments of stationary noise sources to comply with standards for regulating noise levels. Therefore, impacts would be less than significant.
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On-Road Traffic Noise
Buildout of the Proposed General Plan would result in an increase in traffic along local roadways. Figure

5.13-3, Future Traffic Noise Contours, illustrates the modeled roadways and future 2045 noise contours for 60 dBA CNEL, 65 dBA CNEL, and 70 dBA CNEL. The complete distances to the 70 dBA CNEL, 65 dBA CNEL, and 60 dBA CNEL noise contours for roadway segments in the City are included in Appendix 5.13-1.

Table 5.13-9, Proposed General Plan Projected Traffic Noise Levels at Buildout, shows the estimated traffic noise increase along study roadway segments, while Table 5.13-10, Future Traffic Noise Conditions, lists the calculated future noise levels on roadways at a distance of 50 feet from the nearest travel lane centerline. The traffic noise increase is the difference between the projected future noise level and the existing noise level. As shown in Table 5.13-9, significant traffic noise increases (i.e., increases greater than 3 dBA in noise environments of 60 to 64 dBA CNEL) are estimated along several of the study roadway segments, including Bundy Canyon Road, Clinton Keith Road, La Estrella Road, Mission Trial, and Salida Del Sol, due to implementation of the proposed project. Therefore, traffic noise impacts associated with buildout of the Proposed General Plan are potentially significant.

Level of Significance before Mitigation: Impact 5.13-2 would be potentially significant.

Mitigation Measures
No feasible mitigation measures have been identified that would substantially reduce impacts associated with a substantial increase in traffic noise levels. However, several measures were considered for mitigating or avoiding traffic noise impacts.

Special Roadway Paving
Notable reductions in tire noise have been achieved via the implementation of special paving materials, such as rubberized asphalt or open-grade asphalt concrete overlays. For example, the California Department of Transportation (Caltrans) conducted a study of pavement noise along Interstate 80 in Davis and found an average improvement of 6 dBA to 7 dBA compared to conventional asphalt overlay (Caltrans 2011).

Sound Barrier Walls
With a cursory review of aerial depictions of the impacted segments, the majority of residences along the study segments have direct access (via driveways) to the associated roadways. Therefore, barrier walls would prevent access to/from individual properties and would be infeasible. Further, these impacted homes are on private property outside of the control of future project developers, so there may be limited admittance onto these properties to construct such walls. Lastly, the costs versus benefits ratio in relation to the number of benefited households may not be feasible and reasonable in all cases. 574

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Table 5.13-9 Proposed General Plan Projected Traffic Noise Levels at Buildout Roadway Segment
ADT Volumes dBA CNEL
Existing (2023) Future Buildout Existing
Future
Buildout
Cumulative
Increase
Bundy Canyon Road
Mission Trail to Orange Street 10,685 12,100 64.8 65.4 0.54 Orange Street to I-15 SB Ramps 21,443 29,100 67.8 69.2 1.33 I-15 SB Ramps to I-15 NB Ramps 21,367 32,200 67.8 69.6 1.78 I-15 NB Ramps to Monte Vista Road 19,099 32,800 67.3 69.7 2.35 Monte Vista Road to The Farm Road 18,152 35,100 67.1 70.0 2.86 The Farm Road to City Limit 14,869 30,400 66.3 69.4 3.11 Clinton Keith Road
Grand Avenue to Palomar Street 17,051 25,400 64.2 65.9 1.73 Palomar Street to Hidden Springs Road 28,119 36,200 66.3 67.4 1.10 Hidden Springs Road to I-15 SB Ramps 37,356 49,100 67.6 68.8 1.19 I-15 SB Ramps to I-15 NB Ramps 36,262 48,400 67.4 68.7 1.25 I-15 NB Ramps to Wildomar Trail 31,650 49,300 66.9 68.8 1.92 Wildomar Trail to Inland Valley Drive 29,793 44,200 66.6 68.3 1.71 Inland Valley Drive to City Limit 23,439 35,600 65.6 67.4 1.82 Corydon Road
Grand Avenue to Palomar Street 13,791 17,200 63.2 64.2 0.96 Palomar Street to Mission Trail 15,565 23,400 63.8 65.5 1.77 Cottonwood Canyon Road City Limit to Bundy Canyon Road 694 1,000 50.2 51.8 1.59 Grand Avenue
Corydon Road to Sheila Lane 10,378 13,400 64.7 65.8 1.11 Sheila Lane to Gruwell Street 10,635 12,400 64.8 65.5 0.67 Gruwell Street to Wildomar Trail 10,572 13,400 64.8 65.8 1.03 Wildomar Trail to McVicar Street 6,123 11,300 62.4 65.1 2.66 McVicar Street to Clinton Keith Rd 5,047 5,200 61.6 61.7 0.13 Gruwell Street Grand Avenue to Palomar Street 2,584 3,100 52.6 53.4 0.79 Hidden Springs Road Clinton Keith Rd to South of Clinton Keith Rd 10,574 6,500 62.1 60.0 -2.11 Inland Valley Drive Clinton Keith Road to Preilipp Road 11,756 15,000 65.2 66.3 1.06 La Estrella Street Wildomar Trail to Salida Del Sol 1,227 4,600 55.4 61.2 5.74 Lemon Street Mission Trail to I-15 3,276 4,900 57.0 58.8 1.75 I-15 to Lost Road 3,613 7,500 57.4 60.6 3.17
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Table 5.13-9 Proposed General Plan Projected Traffic Noise Levels at Buildout Roadway Segment
ADT Volumes dBA CNEL
Existing (2023) Future Buildout Existing
Future
Buildout
Cumulative
Increase
McVicar Street Grand Avenue to Palomar Street 2,458 6,500 58.4 62.7 4.22 Mission Trail
City Limit to Lemon Street 20,363 25,400 68.8 69.8 0.96 Lemon Street to Corydon Road 21,501 23,500 69.0 69.4 0.39 Corydon Road to Bundy Canyon Road 14,848 21,900 67.4 69.1 1.69 Bundy Canyon Road to Palomar Street 8,322 13,800 64.9 67.1 2.20 Monte Vista Drive Bundy Canyon Road to Wildomar Trail 2,533 4,300 58.6 60.9 2.30 Palomar Street
Corydon Road to Mission Trail 3,796 10,100 54.3 58.5 4.25 Mission Trail to Orange Street/Gruwell Street 8,808 13,400 57.9 59.8 1.82 Orange Street/Gruwell Street to Wildomar Trail 12,020 16,200 59.3 60.6 1.30 Wildomar Trail to McVicar Street 8,254 14,600 57.6 60.1 2.48 McVicar Street to Clinton Keith Rd 9,625 18,600 58.3 61.2 2.86 Clinton Keith Rd to Washington Ave 11,571 18,900 59.1 61.2 2.13 Prielipp Road Inland Valley Drive to City Limit 6,859 8,500 61.6 62.5 0.93 Salida Del Sol La Estrella Street to Clinton Keith Road 845 5,100 52.5 60.3 7.81 Wildomar Trail
Grand Avenue to Palomar Street 9,627 9,900 58.3 58.5 0.12 Palomar Street to I-15 SB Ramps 14,229 25,400 60.0 62.6 2.52 I-15 SB Ramps to I-15 NB Ramps 11,099 17,900 59.0 61.0 2.08 I-15 NB Ramps to Monte Vista Drive 3,559 8,400 54.0 57.7 3.73 Wildomar Trail to La Estrella Street 3,065 8,600 53.4 57.8 4.48 La Estrella Street to Clinton Keith Road 4,001 11,300 54.5 59.0 4.51 Source: Calculated using the FHWA RD-77-108 model based on traffic data provided by Chen Ryan Associates. See Appendix 5.17-1.

Bold = Significant noise increase.
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Table 5.13-10 Future Traffic Noise Conditions
Roadway Segment Future ADT Volumes
CNEL dBA at 50
Feet
Distance to 70+
dBA CNEL in
Feet
Distance to
65+ dBA CNEL
in Feet
Distance to
60+ dBA CNEL
in Feet
Bundy Canyon Road
Mission Trail to Orange Street 12,100 68.9 39 122 386
Orange Street to I-15 SB Ramps 29,100 72.7 93 293 928
I-15 SB Ramps to I-15 NB Ramps 32,200 73.1 103 325 1027 I-15 NB Ramps to Monte Vista Road 32,800 73.2 105 331 1046 Monte Vista Road to The Farm Road 35,100 73.5 112 354 1119 The Farm Road to City Limit 30,400 72.9 97 307 970
Clinton Keith Road
Grand Avenue to Palomar Street 25,400 69.4 44 138 437
Palomar Street to Hidden Springs Road 36,200 71.0 62 197 623 Hidden Springs Road to I-15 SB Ramps 49,100 72.3 85 267 845 I-15 SB Ramps to I-15 NB Ramps 48,400 72.2 83 263 833
I-15 NB Ramps to Wildomar Trail 49,300 72.3 85 268 849
Wildomar Trail to Inland Valley Drive 44,200 71.8 76 241 761 Inland Valley Drive to City Limit 35,600 70.9 61 194 613 Corydon Road
Grand Avenue to Palomar Street 17,200 67.7 29 93 295
Palomar Street to Mission Trail 23,400 69.0 40 127 401
Cottonwood Canyon Road City Limit to Bundy Canyon Road 1,000 55.3 5 11 24 Grand Avenue
Corydon Road to Sheila Lane 13,400 69.3 43 135 427
Sheila Lane to Gruwell Street 12,400 69.0 40 125 395
Gruwell Street to Wildomar Trail 13,400 69.3 43 135 427 Wildomar Trail to McVicar Street 11,300 68.6 36 114 360 McVicar Street to Clinton Keith Rd 5,200 65.2 17 52 166 Gruwell Street Grand Avenue to Palomar Street 3,100 56.9 2 8 25 Hidden Springs Road Clinton Keith Rd to South of Clinton Keith Rd 6,500 63.5 11 36 113 Inland Valley Drive Clinton Keith Road to Preilipp Road 15,000 69.8 48 151 478 577

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Table 5.13-10 Future Traffic Noise Conditions
Roadway Segment Future ADT Volumes
CNEL dBA at 50
Feet
Distance to 70+
dBA CNEL in
Feet
Distance to
65+ dBA CNEL
in Feet
Distance to
60+ dBA CNEL
in Feet
La Estrella Street Wildomar Trail to Salida Del Sol 4,600 64.7 15 47 147 Lemon Street Mission Trail to I-15 4,900 62.3 8 27 84
I-15 to Lost Road 7,500 64.1 13 41 129
McVicar Street Grand Avenue to Palomar Street 6,500 66.2 21 66 207 Mission Trail
City Limit to Lemon Street 25,400 73.3 107 337 1066
Lemon Street to Corydon Road 23,500 72.9 99 312 986
Corydon Road to Bundy Canyon Road 21,900 72.6 92 291 919 Bundy Canyon Road to Palomar Street 13,800 70.6 58 183 579 Monte Vista Drive Bundy Canyon Road to Wildomar Trail 4,300 64.4 14 43 137 Palomar Street
Corydon Road to Mission Trail 10,100 62.0 8 25 80
Mission Trail to Orange Street/Gruwell Street 13,400 63.3 11 34 106 Orange Street/Gruwell Street to Wildomar Trail 16,200 64.1 13 41 128 Wildomar Trail to McVicar Street 14,600 63.6 12 37 116
McVicar Street to Clinton Keith Rd 18,600 64.7 15 47 147 Clinton Keith Rd to Washington Ave 18,900 64.8 15 47 150 Prielipp Road Inland Valley Drive to City Limit 8,500 66.1 20 64 202 Salida Del Sol La Estrella Street to Clinton Keith Road 5,100 63.8 12 38 121 Wildomar Trail
Grand Avenue to Palomar Street 9,900 62.0 8 25 79
Palomar Street to I-15 SB Ramps 25,400 66.1 20 64 202
I-15 SB Ramps to I-15 NB Ramps 17,900 64.5 14 45 143
I-15 NB Ramps to Monte Vista Drive 8,400 61.3 7 21 67
Wildomar Trail to La Estrella Street 8,600 61.4 7 22 68 La Estrella Street to Clinton Keith Road 11,300 62.6 9 28 90 Source: Appendix 5.17-1.

Note: Calculated using the FHWA RD-77-108 model based on traffic data provided by Chen Ryan Associates. 578
PlaceWorks
Source: FEMA 2023.

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0 Scale (Miles)
1 Figure 5.13-3 - Future Traffic Noise Contours

5. Environmental Analysis
City of Wildomar Boundary
15 215

WILDOMAR WILDOMAR

MURRIETA

MENIFEE MENIFEE

UNINCORPORATED

RIVERSIDE COUNTY

UNINCORPORATED

RIVERSIDE COUNTY

LAKE ELSINORE
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Sound Insulation of Existing Residences and Sensitive Receptors Exterior-to-interior noise reductions depend on the materials used, the design of the homes, and their conditions. To determine what upgrades would be needed, a noise study would be required for each house to measure exterior-to-interior noise reduction. Sound insulation may require upgraded windows, upgraded doors, and a means of mechanical ventilation to allow for a “windows closed” condition. There are no funding mechanisms and procedures that would guarantee that the implementation of sound insulation features at each affected home would offset the increase in traffic noise to interior areas and ensure that the state’s 45 dBA CNEL standard for single-family and multifamily residences would be achieved.

Level of Significance After Mitigation: Impact 5.13-2 would be significant and unavoidable.

Impact 5.13-3: The proposed project would create groundborne vibration and groundborne noise that would cause short-term and long-term vibration. [Threshold N-2] Construction Vibration
Construction activities at project sites within the City would generate varying degrees of ground vibration, depending on the construction procedures and equipment. Operation of construction equipment generates vibrations that spread through the ground and diminish with distance from the source. The effect on buildings in the vicinity of the construction site varies depending on soil type, ground strata, and receptorbuilding construction. The results from vibration can range from no perceptible effects at the lowest vibration levels, to low rumbling sounds and perceptible vibrations at moderate levels, to slight structural damage at the highest levels. Vibration from construction activities rarely reaches the levels that can damage structures but can achieve the audible and perceptible ranges in buildings close to the construction site. Table

5.13-11, Vibration Levels for Construction Equipment, lists reference vibration levels for construction equipment at 25 feet.

Table 5.13-11 Vibration Levels for Construction Equipment Equipment Approximate PPV Vibration Level at 25 Feet (inches per second) Pile Driver, Impact (Upper Range) 1.518
Pile Driver, Impact (Typical) 0.644
Pile Driver, Sonic (Upper Range) 0.734
Pile Driver, Sonic (Typical) 0.170
Vibratory Roller 0.210
Large Bulldozer 0.089
Caisson Drilling 0.089
Loaded Trucks 0.076
Jackhammer 0.035
Small Bulldozer 0.003
Source: FTA 2018.

Notes: Peak Particle Velocity (PPV) is the peak rate of speed at which soil particles move (e.g., inches per second or in/sec) due to ground vibration. 580

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As shown in Table 5.13-11, vibration generated by construction equipment has the potential to be substantial, since it has the potential to exceed the FTA criteria for architectural damage—e.g., 0.12 inches per second PPV for fragile or historical resources, 0.2 in/sec PPV for nonengineered timber and masonry buildings, and

0.3 in/sec PPV for engineered concrete and masonry. Construction details and equipment for future projectlevel developments under the Proposed General Plan are not known at this time but may cause vibration impacts. As such, impacts would be potentially significant.

Operational Vibration
Commercial and industrial operations in the City would generate varying degrees of ground vibration, depending on the operational procedures and equipment. Such equipment-generated vibrations would spread through the ground and diminish with distance from the source. The effect on buildings in the vicinity of the vibration source varies depending on soil type, ground strata, and receptor-building construction. The results from vibration can range from no perceptible effects at the lowest vibration levels, to low rumbling sounds and perceptible vibrations at moderate levels, to slight structural damage at the highest levels.

Proposed General Plan Policy N-1.8 would require new development to generate operation and/or construction vibration levels no greater than 75 Vdb at the property line of a sensitive receptor. However, because specific project-level information is not available at this time, it is not possible to quantify future vibration levels at vibration-sensitive receptors that may be near future vibration sources. Therefore, due to the potential for sensitive uses within the City to be exposed to annoying and/or interfering levels of vibration from commercial or industrial operations, operations-related vibration impacts associated with implementation of the proposed project are considered potentially significant.

Level of Significance Before Mitigation: Impact 5.13-3 would be potentially significant.

Mitigation Measures
Construction
N-2 Vibration Analysis. Prior to issuance of a building permit for a project requiring pile driving during construction within 135 feet of fragile structures, such as historical resources, within 100 feet of nonengineered timber and masonry buildings (e.g., most residential buildings), or within 75 feet of engineered concrete and masonry (no plaster); or a vibratory roller within 25 feet of any structure, the project applicant shall prepare a noise and vibration analysis to assess and mitigate potential noise and vibration impacts related to these activities. This vibration analysis shall be conducted by a qualified and experienced acoustical consultant or engineer. The vibration levels shall not exceed Federal Transit Administration (FTA) architectural damage thresholds (e.g., 0.12 inches per second [in/sec] peak particle velocity [PPV] for fragile or historical resources, 0.2 in/sec PPV for nonengineered timber and masonry buildings, and 0.3 in/sec PPV for engineered concrete and masonry). If vibration levels would exceed these thresholds, alternative methods shall be used, such as drilling piles instead of pile driving and static rollers instead of vibratory rollers. If necessary, 581

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construction vibration monitoring shall be conducted to ensure vibration thresholds are not exceeded.

Operation
N-3 Vibration Analysis. Prior to discretionary approval by the City of Wildomar for industrial development projects subject to review under the California Environmental Quality Act (CEQA) (i.e., nonexempt projects) that utilize equipment that has the potential to result in vibration, a vibration analysis shall be conducted to assess and mitigate potential vibration impacts. This vibration analysis shall be conducted by a qualified and experienced acoustical consultant or engineer and shall follow the latest CEQA guidelines, practices, and precedents.

Level of Significance After Mitigation: Impact 5.13-3 would be less than significant.

Impact 5.13-4: The proposed project would not expose residents and workers to airport-related noise. [Threshold N-3]
As discussed in Section 5.13.1.3 under “Aircraft Noise,” the Skylark Airport (publicly known as Skydive Elsinore) is a private airstrip with minimal air traffic located approximately 425 feet west of the City’s western boundary. Air traffic is primarily delegated to the 25 aircrafts owned by Skydive Elsinore that are used to provide skydiving and gliding services to the community. Daily flights would therefore be scarce based on the demand for these services.

The nearest public airport, which is approximately 4.8 miles southeast of Wildomar, is the French Valley Airport in the City of Murrieta. The airport noise contours do not extend into Wildomar’s boundaries, and airport noise would not significantly affect nearby sensitive receptors (i.e., all residences in Wildomar’s boundaries are outside of the 55 dBA Ldn and 60 dBA Ldn noise contours) (Riverside County 2012).

Because the Proposed General Plan would not cause a direct increase in flights and all residences are outside of the 55 dBA Ldn and 60 dBA Ldn noise contours, impacts of airport-related noise on future residents and workers in the City would be less than significant.

Level of Significance Before Mitigation: Impact 5.13-4 would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance After Mitigation: Impact 5.13-4 would be less than significant.

5.13.5 Cumulative Impacts
Implementation of the proposed project would result in an increase in various land uses across the City (e.g., residential, commercial, and industrial uses). This growth would result in an increase in roadway traffic 582

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volumes and associated noise levels for major arterial and collector roadways throughout the City. Cumulative development conditions would result in a cumulative increase in roadway noise levels.

Future cumulative transportation noise levels are projected to exceed the established noise standards, resulting in a significant cumulative impact. While traffic volumes would likely increase regardless of the implementation of the proposed project, the proposed project would introduce new development that would contribute to cumulative traffic volumes. Consequently, the proposed project’s contribution would be cumulatively considerable. Implementation of the mitigation measures identified below would reduce the project’s contribution to cumulative traffic noise impacts, but not to a level that is less than significant.

Therefore, cumulative impacts would be significant.

5.13.6 Level of Significance Before Mitigation
Upon implementation of regulatory requirements and standard conditions of approval, the following impact would be less than significant: 5.13-4.

Without mitigation, the following impacts would be potentially significant:
 Impact 5.13-1: Construction activities would result in temporary noise increases in the vicinity of the proposed project.
 Impact 5.13-2: Project implementation would generate a substantial traffic noise increase on local roadways.
 Impact 5.13-3: Individual construction developments for future projects may expose sensitive uses to excessive levels of groundborne vibration.

5.13.7 Mitigation
Impact 5.13-1
N-1 Construction Noise Measures. Construction contractors shall implement the following measures for construction activities conducted in the City of Wildomar. Construction plans submitted to the City shall identify these measures on demolition, grading, and construction plans. The City of Wildomar shall verify that grading, demolition, and/or construction plans submitted to the City include these notations prior to issuance of demolition, grading, and/or building permits.
 During the entire active construction period, equipment and trucks used for project construction shall use the best-available noise control techniques (e.g., improved mufflers, equipment redesign, use of intake silencers, ducts, engine enclosures, and acoustically attenuating shields or shrouds), wherever feasible to maintain construction noise levels at or below the performance standard of 80 dBA Leq. Proper mufflers 583

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and/or silencers can achieve a 4 to 5 dBA reduction, while engine enclosers can achieve 8 to 10 dBA reduction.
 Impact tools (e.g., jack hammers and hoe rams) shall be hydraulically or electrically powered wherever possible to maintain construction noise levels at or below the performance standard of 80 dBA Leq. Where the use of pneumatic tools is unavoidable, an exhaust muffler on the compressed air exhaust shall be used along with external noise jackets on the tools. Pneumatic tools typically measure at a noise level of 6 to 8 dBA lower than impact tools.
 Stationary equipment, such as generators and air compressors, shall be located as far as feasible from nearby noise-sensitive uses.
 Stockpiling shall be located as far as feasible from nearby noise-sensitive receptors.  Construction traffic shall be limited, to the extent feasible, to approved haul routes established by the City Planning and Building Agency.
 At least 10 days prior to the start of construction activities, a sign shall be posted at the entrance(s) to the job site, clearly visible to the public, that includes permitted construction days and hours, as well as the telephone numbers of the City’s and contractor’s authorized representatives that are assigned to respond in the event of a noise or vibration complaint. If the authorized contractor’s representative receives a complaint, he/she shall investigate, take appropriate corrective action, and report the action to the City.
 As noted in 13 CCR 2480 & 2485 under CARB, any law enforcement department, including air districts and CARB, can fine a 10,000 pound or greater truck owner and driver up to $1000 per day for illegal idling. Signs shall be posted at the job site entrance(s), within the on-site construction zones, and along queueing lanes (if any) to reinforce the prohibition of unnecessary engine idling. All other equipment shall be turned off if not in use for more than 5 minutes.
 During the entire active construction period and to the extent feasible, the use of noiseproducing signals, including horns, whistles, alarms, and bells, shall be for safety warning purposes only. The construction manager shall use smart back-up alarms, which automatically adjust the alarm level based on the background noise level or switch off back-up alarms and replace with human spotters in compliance with all safety requirements and laws.
 If construction is anticipated for prolonged periods, as required by the Community Development Director, erect temporary noise barriers (at least as high as the exhaust of equipment and breaking line-of-sight between noise sources and sensitive receptors), as necessary and feasible, to maintain construction noise levels at or below the performance standard of 80 dBA Leq. Barriers shall be constructed with a solid material 584

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that has a density of at least 4 pounds per square foot with no gaps from the ground to the top of the barrier.

Impact 5.13-2
No feasible mitigation measures have been identified that would substantially reduce impacts associated with a substantial increase in traffic noise levels. However, a number of measures were considered for mitigating or avoiding traffic noise impacts.

Special Roadway Paving
Notable reductions in tire noise have been achieved via the implementation of special paving materials, such as rubberized asphalt or open-grade asphalt concrete overlays. For example, the California Department of Transportation (Caltrans) conducted a study of pavement noise along Interstate 80 in Davis and found an average improvement of 6 dBA to 7 dBA compared to conventional asphalt overlay (Caltrans 2011).

Sound Barrier Walls
With a cursory review of aerial depictions of the impacted segments, the majority of residences along the study segments have direct access (via driveways) to the associated roadways. Therefore, barrier walls would prevent access to/from individual properties and would be infeasible. Further, these impacted homes are on private property outside of the control of future project developers, so there may be limited admittance onto these properties to construct such walls. Lastly, the costs versus benefits ratio in relation to the number of benefited households may not be feasible and reasonable in all cases.

Sound Insulation of Existing Residences and Sensitive Receptors Exterior-to-interior noise reductions depend on the materials used, the design of the homes, and their conditions. To determine what upgrades would be needed, a noise study would be required for each house to measure exterior-to-interior noise reduction. Sound insulation may require upgraded windows, upgraded doors, and a means of mechanical ventilation to allow for a “windows closed” condition. There are no funding mechanisms and procedures that would guarantee that the implementation of sound insulation features at each affected home would offset the increase in traffic noise to interior areas and ensure that the state’s 45 dBA CNEL standard for single-family and multifamily residences would be achieved.

Impact 5.13-3
Construction
N-2 Vibration Analysis. Prior to issuance of a building permit for a project requiring pile driving during construction within 135 feet of fragile structures, such as historical resources, within 100 feet of nonengineered timber and masonry buildings (e.g., most residential buildings), or within 75 feet of engineered concrete and masonry (no plaster); or a vibratory roller within 25 feet of any structure, the project applicant shall prepare a noise and vibration analysis to assess and mitigate potential noise and vibration impacts related to these activities. This vibration analysis shall be conducted by a qualified and experienced acoustical 585

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consultant or engineer. The vibration levels shall not exceed Federal Transit Administration (FTA) architectural damage thresholds (e.g., 0.12 inches per second [in/sec] peak particle velocity [PPV] for fragile or historical resources, 0.2 in/sec PPV for nonengineered timber and masonry buildings, and 0.3 in/sec PPV for engineered concrete and masonry). If vibration levels would exceed these thresholds, alternative methods shall be used, such as drilling piles instead of pile driving and static rollers instead of vibratory rollers. If necessary, construction vibration monitoring shall be conducted to ensure vibration thresholds are not exceeded.

Operation
N-3 Vibration Analysis. Prior to discretionary approval by the City of Wildomar for industrial development projects subject to review under the California Environmental Quality Act (CEQA) (i.e., nonexempt projects) that utilize equipment that has the potential to result in vibration, a vibration analysis shall be conducted to assess and mitigate potential vibration impacts. This vibration analysis shall be conducted by a qualified and experienced acoustical consultant or engineer and shall follow the latest CEQA guidelines, practices, and precedents.

5.13.8 Level of Significance After Mitigation
Impact 5.13-1
Implementation of Mitigation Measure N-1 would reduce potential noise impacts during construction to the extent feasible through implementation of construction best management practices. However, due to the potential for proximity of construction activities to sensitive uses, the number of construction projects occurring simultaneously, and the potential duration of construction activities, Impact 5.13-1 (construction noise) could result in a temporary substantial increase in noise levels above ambient conditions. Therefore, impacts would remain significant and unavoidable. It should be noted that the identification of this program-level impact does not preclude the finding of less-than-significant impacts for subsequent projects analyzed at the project level).

Impact 5.13-2
There are no feasible or practical mitigation measures available to reduce project-generated traffic noise to less-than-significant levels for existing residences along the affected roadway. No individual measure and no set of feasible or practical mitigation measures are available to reduce project-generated traffic noise to lessthan-significant levels in all cases. Therefore, traffic noise would remain a significant and unavoidable impact. It should be noted that the identification of this program-level impact does not preclude the finding of less-than-significant impacts for subsequent projects analyzed at the project level. 586

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Impact 5.13-3
Implementation of Mitigation Measures N-2 and N-3 and adherence to associated performance standards would reduce Impact 5.13-3 to less-than-significant levels. Specifically, Mitigation Measure N-2 would require use of alternative construction techniques for construction activities proximate to historic resources to reduce potential vibration impacts during construction below the pertinent thresholds, and Mitigation Measures N-3 (operations-related vibration) would require that stationary sources reduce potential vibration impacts from commercial/industrial uses to less-than-significant levels.

5.13.9 References
California Department of Transportation (Caltrans). 2011. I-80 Davis OGAC Pavement Noise Study.

Prepared by Illingworth & Rodkin, Inc.
———. 2013a, September. Technical Noise Supplement (“TeNS”). ———. 2013b. Transportation and Construction Vibration Guidance Manual. ———. 2020, April. Transportation and Construction Vibration Guidance Manual. Prepared by ICF International. https://dot.ca.gov/programs/environmental-analysis/noise-vibration/guidance -manuals.

California Department of Transportation, Division of Aeronautics. 2011, October. California Airport Land Use Planning Handbook. https://dot.ca.gov/-/media/dot-media/programs/aeronautics/ documents/californiaairportlanduseplanninghandbook-a11y.pdf.

Federal Highway Administration (FHWA). 2017. Highway Traffic Noise Analysis and Abatement Policy and Guidance. https://www.fhwa.dot.gov/environMent/noise/regulations_and_guidance/ polguide/polguide04.cfm.

Federal Transit Administration (FTA). 2018, September. Transit Noise and Vibration Impact Assessment Manual.

US Department of Transportation.

Governor’s Office of Planning and Research (OPR). 2017. State of California General Plan 2017 Guidelines.

Harris, Cyril M. 1998. Handbook of Acoustical Measurements and Noise Control. 3rd edition. Woodbury, NY:

Acoustical Society of America.

Riverside, County of. 2012. Riverside County Airport Land Use Compatibility Plan. Volume 2 of Riverside County ALUCP. Chapter 3 Individual Airport Policies and Compatibility Maps. https://rcaluc.org/ sites/g/files/aldnop421/files/migrated/Portals-13-15-20--20Vol.-201-20French-20Valley -20Amd-202011.pdf.
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5.14 POPULATION AND HOUSING
This section of the DEIR examines the potential for socioeconomic impacts of the Proposed General Plan on the City of Wildomar, including changes in population, employment, and housing. Cumulative impacts related to population and housing would be contiguous with the City boundaries.

FOCAL POINT
The intent of the Proposed General Plan is to encourage development on land already proposed for development, as well as intensification and infill projects rather than the annexation of land for development.

Because the City is surrounded by other incorporated jurisdictions and Cleveland National Forest, it does not have opportunities to expand or create a Sphere of Influence. Development under the Proposed General Plan would result in a more balanced jobs-housing ratio compared to existing conditions, due to the increase in employment opportunities.

5.14.1 Environmental Setting

5.14.1.1 REGULATORY BACKGROUND
State Regulations
California Housing Element Law
California Planning and Zoning Law requires each city and county to adopt a general plan for future growth (California Government Code Section 65300). This Plan must include a housing element that identifies housing needs for all economic segments and provides opportunities for housing development to meet that need. At the state level, the Housing and Community Development Department (HCD) estimates the relative share of California’s projected population growth that would occur in each county based on California Department of Finance population projections and historical growth trends. These figures are compiled by HCD in a Regional Housing Needs Assessment (RHNA) for each region of California. Where there is a regional council of governments, the HCD provides the RHNA to the council. The council then assigns a share of the regional housing need to each of its cities and counties. The process of assigning shares gives cities and counties the opportunity to comment on the proposed allocations. The HCD oversees the process to ensure that the council of governments distributes its share of the state’s projected housing need.

State law recognizes the vital role local governments play in the supply and affordability of housing. To that end, California Government Code requires that the housing element achieve legislative goals to:
 Identify adequate sites to facilitate and encourage the development, maintenance, and improvement of housing for households of all economic levels, including persons with disabilities.  Remove, as legally feasible and appropriate, governmental constraints to the production, maintenance, and improvement of housing for persons of all incomes, including those with disabilities. 588

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 Assist in the development of adequate housing to meet the needs of low and moderate income households.
 Conserve and improve the condition of housing and neighborhoods, including existing affordable housing. Promote housing opportunities for all persons regardless of race, religion, sex, marital status, ancestry, national origin, color, familial status, or disability.  Preserve for lower income households the publicly assisted multifamily housing developments in each community.

California housing element laws (California Government Code Sections 65580–65589) require that each city and county identify and analyze existing and projected housing needs within its jurisdiction and prepare goals, policies, and programs to further the development, improvement, and preservation of housing for all economic segments of the community commensurate with local housing needs. The City of Wildomar General Plan Housing Element was updated in 2021 for the 2021–2029 cycle.

Housing Accountability Act
The Housing Accountability Act (HAA)’s primary effect is to limit local governments’ ability to disapprove or delay housing projects for arbitrary reasons; under the HAA, if a housing development project complies with the local zoning code and general plan, the local government may not disapprove it except in very narrow circumstances. If a local government disapproves a project, specific written findings based upon substantial evidence must be made to support the disapproval. Examples of objective standards are those that are measurable and have clear criteria that are determined in advance, such as numerical setback, height limit, universal design, lot coverage requirement, or parking requirement. Under the HAA, an applicant is entitled to the full density allowed by the zoning and/or general plan provided the project complies with all objective general plan, zoning, and subdivision standards and provided that the full density proposed does not result in a specific, adverse impact on public health and safety and cannot be mitigated in any other way.

Assembly Bill (AB) 678 of 2017 made various amendments to Government Code Section 65589.5 of the HAA to prohibit “…a local agency from disapproving, or conditioning approval in a manner than renders infeasible, a housing development project for very low, low-, or moderate-income households or an emergency shelter unless the local agency makes specified written findings based upon substantial evidence in the record.” This amendment also requires that a city make findings “…based on a preponderance of the evidence in the record” (GOVT § 65589.5(i)).

AB 1515: Reasonable Person Standard
AB 1515, which was adopted in 2017, made amendments to Government Code Section 65589.5 of the HAA specifies “that a housing development project or emergency shelter is deemed consistent, compliant, and in conformity with an applicable plan, program, policy, ordinance, standard, requirement, or other similar provision if there is substantial evidence that would allow a reasonable person to conclude that the housing development project or emergency shelter is consistent, compliant, or in conformity” (GOVT § 65589.5(f)). 589

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AB 1515 provides for a broader range of housing projects to be afforded the protections of the HAA if the project is consistent with local planning rules.

Senate Bill 330 (SB 330)
SB 330, the Housing Crisis Act of 2019, which amended Government Code Section 65589.5 of the HAA, states that until January 1, 2025, an application would be deemed complete if a preliminary application was submitted and it complied with the applicable objective general plan and zoning standards in effect at the time. The Planning and Zoning Law requires a public hearing be held on an application for a variance from the requirements of a zoning ordinance or an application for a conditional use permit. However, SB 330 prohibits any city or county from conducting more than five hearings held pursuant to these provisions if a housing development project complies with the applicable objective general plan and zoning standards in effect at the time an application is deemed complete. Additionally, SB 330 reduced the time during which a lead agency can approve or disapprove a project from 120 days to 90 days. In 2020, Senate Bill 8 (SB 8) accelerated the approval of housing projects throughout California and also extended the January 1, 2025, deadline to 2030.

Regional Regulations
Southern California Association of Governments (SCAG)
SCAG is a regional council of governments representing Imperial, Los Angeles, Orange, Riverside, San Bernardino, and Ventura counties, which encompass over 38,000 square miles. SCAG is the federally recognized metropolitan planning organization (MPO) for this region and a forum for addressing regional issues concerning transportation, the economy, community development, and the environment. SCAG is also the regional clearinghouse for projects requiring environmental documentation under federal and state law. In this role, SCAG reviews proposed development and infrastructure projects to analyze their impacts on regional planning programs. As the southern California region’s MPO, SCAG cooperates with the South Coast Air Quality Management District, the California Department of Transportation, and other agencies in preparing regional planning documents. The City of Wildomar is within the Western Riverside Council of Governments (WRCOG) subregion of SCAG.

Regional Transportation Plan/Sustainable Community Strategy SCAG develops regional plans to achieve specific regional objectives. On September 3, 2020, SCAG adopted the 2020–2045 Regional Transportation Plan/Sustainable Communities Strategy (2020–2045 RTP/SCS), a long-range visioning plan that balances future mobility and housing needs with mobility, economy, healthy/complete communities, and the environment (SCAG 2020a). This long-range plan, which is a requirement of the state of California and the federal government is updated by SCAG every four years as demographic, economic, and policy circumstances change. A component of the RTP/SCS is a set of growth forecasts that estimates employment, population, and housing growth. These estimates are used by SCAG, transportation agencies, and local agencies to anticipate and plan for growth. The most recent jurisdictional growth forecasts are from the 2016–2040 RTP/SCS; the 2020–2045 RTP/SCS lists the 2045 growth forecasts.
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Local Regulations
City of Wildomar Municipal Code
Title 17, Zoning, of the Wildomar Municipal Code includes development standards within the various zoning districts in the City.
2021-2029 Housing Element
The City’s Housing Element conveys the City’s local goals, policies, and actions (programs) to address the housing needs for existing and future residents. The purpose of the Housing Element is to identify housing solutions that solve the City’s local housing problems and to meet or exceed the regional housing needs allocation (Wildomar 2021). Some applicable policies include:
 Policy H-1. Ensure there is a sufficient supply of multifamily and single-family zoned land to meet the housing needs identified in the RHNA.
 Policy H-3. Facilitate the development of affordable housing by providing, when feasible, appropriate financial and regulatory incentives.
 Policy H-4. To the extent resources are available, assist in the provision of homeownership assistance for lower- and moderate-income households.
 Policy H-6. Periodically review the City’s regulations, ordinances, and development fees/exactions to ensure they do not unduly constrain the production, maintenance, and improvement of housing.  Policy H-7. Provide streamlined processing of residential projects to minimize time and costs to encourage housing production.
 Policy H-8. Grant density bonuses to encourage the development of affordable housing.  Policy H-9. Allow for the development of Accessory Dwelling Units (ADUs) as an adorable housing option.
 Policy H-10. Encourage housing developers to produce affordable units by providing assistance and incentives for projects that include new affordable units available to lower- and moderate-income households and/or special needs housing.
 Policy H-11. Promote the development of housing for special needs groups, such as housing for seniors; housing for persons with physical, developmental, or mental disabilities; farmworker housing; housing for extremely low-income persons; homeless; and housing for large households.  Policy H-14. Pursue all available federal and state funds to establish a housing rehabilitation program. 591

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 Policy H-19. Expand the availability of affordable and/or special needs housing through acquisition or conversion.

5.14.1.2 EXISTING CONDITIONS
Population
Table 5.14-1, Population Trends in the City of Wildomar and Riverside County, indicates the population growth in the City of Wildomar and Riverside County from 2012 to 2022.

Table 5.14-1 Population Trends in the City of Wildomar and Riverside County Year
City of Wildomar Riverside County
Population Percent Change Population Percent Change
2012 33,073 N/A 2,244,472 N/A
2013 33,800 2.20% 2,268,660 1.08%
2014 34,384 1.73% 2,290,907 0.98%
2015 34,812 1.24% 2,315,547 1.08%
2016 35,094 0.81% 2,342,612 1.17%
2017 35,844 2.14% 2,374,555 1.36%
2018 36,436 1.65% 2,397,662 0.97%
2019 36,878 1.21% 2,419,057 0.89%
2020 36,720 -0.43% 2,418,185 -0.04%
2021 36,713 -0.02% 2,418,727 0.02%
2022 37,3261 1.67% 2,430,976 0.51%
Sources: DOF 2021, 2023. 1 To estimate existing population, persons per household (pph) rates are applied to households. January 2022 CA DOF E‐5 data report the average number of persons per household (pph) in Wildomar to be 3.24. Estimates produced using this rate result in a population estimate of 37,326. This deviates by approximately 2% from the January 2022 CA DOF E‐5 estimate of 36,586, a degree of difference within an acceptable range according to best practices for parcel‐based buildout analyses. Persons‐per‐household rates cited in these datasets are blended rates, reflecting an average across housing types of different sizes.

Housing
Housing Trends
As shown in Table 5.14-2, Housing Growth Trends in the City of Wildomar and Riverside County, the rate of housing growth has varied over the years from 2012 to 2022.

Table 5.14-2 Housing Growth Trends in the City of Wildomar and Riverside County Year
City of Wildomar Riverside County
Total Housing Units Percent Change Total Housing Units Percent Change 2012 10,857 N/A 807,970 N/A
2013 10,927 0.64% 812,234 0.53%
2014 11,047 1.10% 817,008 0.59%
2015 11,136 0.81% 822,911 0.72%
2016 11,193 0.51% 828,383 0.66%
2017 11,343 1.34% 834,652 0.76%
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Table 5.14-2 Housing Growth Trends in the City of Wildomar and Riverside County Year
City of Wildomar Riverside County
Total Housing Units Percent Change Total Housing Units Percent Change 2018 11,454 0.98% 840,904 0.75%
2019 11,554 0.87% 847,851 0.83%
2020 11,724 1.47% 848,549 0.08%
2021 11,743 0.16% 854,164 0.66%
2022 11,9881 2.09% 863,784 1.13%
Source: DOF 2021, 2023. 1 Calculations using data provided by the City and SCAG’s existing land use dataset identified the number of units associated with each parcel, totaling 11,988 dwelling or housing units. This estimate is consistent with California Department of Finance (CA DOF) information published in January 2022, which estimated 11,750 total housing units in the City.

Regional Housing Needs Assessment (RHNA)
As shown in Table 5.14-3, City of Wildomar 2021–2029 Regional Housing Needs Assessment, the City of Wildomar’s RHNA allocation for the 2021–2029 planning period is 2,715 units. This number was calculated by SCAG based on the City’s share of the region’s employment growth, migration and immigration trends, and birth rates.

Table 5.14-3 City of Wildomar 2021–2029 Regional Housing Needs Assessment Income Category Income Range1 Number of Units Percentage Extremely Low Income2 $0-$26,200 399 14.70%
Very Low $26,201-$37,650 399 14.70%
Low $37,651-$60,250 450 16.57%
Moderate $60,251-$90,350 434 15.99%
Above Moderate $90,351 or more 1,033 38.05%
Total 2,715 100%
Source: Wildomar 2021.
1 Based on a four-person household. 2 It is assumed that 50% of the very low-income unit allocation will be for extremely low-income households.

Employment
Employment Trends
According to the California Employment Development Department (EDD), the growth rate of employment in the City of Wildomar and Riverside County increased throughout 2012 to 2022. The City of Wildomar and Riverside County employment and annual employment change percentages are shown in Table 5.14-4, City of Wildomar and Riverside County Employment Trends. 593

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Table 5.14-4 City of Wildomar and Riverside County Employment Trends Year
City of Wildomar Riverside County
Employment (Persons) Percent Change Employment (Persons) Percent Change 2012 13,600 N/A 868,800 N/A
2013 13,900 2.21% 893,500 2.84%
2014 14,900 7.19% 925,500 3.58%
2015 15,400 3.36% 963,800 4.14%
2016 15,800 2.60% 987,200 2.43%
2017 16,400 3.80% 1,014,200 2.74%
2018 16,800 2.44% 1,041,700 2.71%
2019 17,000 1.19% 1,061,500 1.90%
2020 15,700 -7.65% 1,008,000 -5.04%
2021 16,400 4.46% 1,050,000 4.17%
2022 17,200 4.88% 1,104,100 5.15%
Source: EDD 2023.

Existing Jobs
Table 5.14-5, City of Wildomar; Industry by Occupation (2010 and 2020), shows the total number of jobs per industry in the City in 2010 and 2020. According to the estimates calculated by the US Census, the City of Wildomar had 3,328 jobs in 2010 and 5,841 jobs in 2020. The three largest occupational categories during 2010 and 2020 were Health Care and Social Services, Construction, and Accommodation and Food Services (U.S. Census Bureau 2023).

Table 5.14-5 City of Wildomar; Industry by Occupation (2010 and 2020) Industry/Occupation Number of Jobs in 2010 Number of Jobs in 2020 Agriculture, Forestry, Fishing, Hunting 41 64
Mining, Quarrying, and Oil and Gas Extraction 3 0
Utilities 13 151
Construction 436 905
Manufacturing 78 104
Wholesale Trade 15 33
Retail Trade 184 356
Transportation and Warehousing 31 96
Information 35 66
Finance and Insurance 30 39
Real Estate and Rental and Leasing 116 146
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Table 5.14-5 City of Wildomar; Industry by Occupation (2010 and 2020) Industry/Occupation Number of Jobs in 2010 Number of Jobs in 2020 Professional, Scientific, and Technical Services 106 263 Management of Companies and Enterprises 4 25
Administration and Support, Waste Management and Remediation 90 378 Educational Services 334 532
Health Care and Social Assistance 1,033 1,669
Arts, Entertainment, and Recreation 160 98
Accommodation and Food Services 380 625
Other Services (Excluding Public Administration) 224 278 Public Administration 15 13
Total 3,328 5,841
Source: US Census Bureau 2023.

Growth Projections
Southern California Association of Governments
SCAG undertakes comprehensive regional planning with an emphasis on transportation, producing an RTP/SCS, which provides projections of population, households, and total employment for both the City of Wildomar and Riverside County. Based on their share of California’s and the region’s employment growth, migration and immigration trends, and birth rates, SCAG projects the population, housing, and employment will grow at an increasing rate in the City of Wildomar and Riverside County. These projections are summarized in Table 5.14-6, SCAG Growth Projections for the City of Wildomar and Riverside County.

Table 5.14-6 SCAG Growth Projections for the City of Wildomar and Riverside County City of Wildomar Riverside County
2020 2035 2040 2045 2020 2035 2040 2045
Population 38,700 53,700 56,200 55,200 2,479,800 3,055,100 3,183,700 3,251,900 Households 12,900 17,300 18,100 19,600 802,400 1,009,000 1,054,300 1,086,200 Housing Units1 12,255 16,435 17,195 18,620 762,280 958,550 1,001,585 1,031,890 Employment 8,800 12,900 13,500 11,200 848,700 1,111,800 1,174,300 1,102,600 Jobs-Housing Ratio 0.72 0.78 0.79 0.60 1.11 1.16 1.17 1.07 Source: SCAG 2016, 2020. 1 Housing units in SCAG projections are estimated based on number of households and a vacancy rate of 5 percent. 595

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Job-Housing Ratio
The job-housing ratio is a general measure of the total number of jobs versus housing in a defined geographic area, without regard to economic constraints or individual preferences. The jobs-housing ratio, as well as the type of jobs versus the price of housing, has implications for mobility, air quality, and the distribution of tax revenues. The job-housing ratio is one indicator of a project’s effect on growth and quality of life in the City. SCAG applies the job-housing ratio at the regional and subregional levels to analyze the fit between jobs, housing, and infrastructure. A focus of SCAG’s regional planning efforts has been to improve this balance; however, job-housing goals and ratios are only advisory. There is no ideal job-housing ratio adopted in state, regional, or City policies. The American Planning Association (APA) is an authoritative resource for community planning best practices, including recommendations for assessing job-housing ratios.

Although APA recognizes that an ideal job-housing ratio will vary across jurisdictions, its recommended target for an appropriate job-housing ratio is 1.5, with a recommended range of 1.3 to 1.7 jobs for each housing unit (Weitz 2003).

As shown in Table 5.14-7, based on SCAG’s growth projections, the City of Wildomar is projected not to be a jobs-rich community, with the number of housing units increasing at a faster rate than jobs.

5.14.2 Thresholds of Significance
According to Appendix G of the CEQA Guidelines, a project would normally have a significant effect on the environment if the project would:

P-1 Induce substantial unplanned population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure).

P-2 Displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere.

5.14.3 Proposed General Plan Goals and Policies
Land Use Element
GOAL LU 2 Development Capacity: Responsible growth through well-planned development provides for the needs of Wildomar’s residents and businesses, makes efficient use of land and infrastructure, protects important environmental resources, promotes the health of the community, and maintains the unique character distinguishing the City as a special place in the region.  Policy LU-2.2 Population Density Standard. Pursuant to State law, each land use designation that provides for residential development is assigned a population density standard for the purposes of projection and infrastructure planning. These population density standards are relevant only for general planning purposes, and shall not be interpreted as constituting legal limitations on the number of persons who may reside at any particular location or parcel.
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GOAL LU 8 Residential Neighborhoods: A City composed of neighborhoods with a variety of housing types that are desirable places to live, contribute to the quality of life, and are well maintained.  Policy LU-8.1 Variety of Housing Types. Accommodate the development of a variety of housing types, styles and densities that are accessible to and meet the needs of a range of lifestyles, physical abilities, and income levels, including medium density housing types, such as duplexes, townhouses, stacked flats, courtyard homes, patio homes, and zero lot line homes.  Policy LU-8.2 Connections and Linkages. Integrate networks of parks, plazas, public squares, bicycle trails and pedestrian paths into new residential development to provide both connections within each community and linkages with surrounding features and neighborhoods.  Policy LU-8.3 Activity Centers. Establish activity centers within or near residential neighborhoods that contain services such as child or adult care, recreation, public meeting rooms, convenience commercial uses, or similar facilities.

GOAL LU 10 Mixed-Use Districts and Corridors: Well-designed districts and corridors contain an integrated mix of commercial, office, and/or housing that enable Wildomar’s residents to live close to businesses and employment, reduce automobile use, and actively engage and enhance pedestrian activity.  Policy LU-10.1. Mixed Use Design and Development. Encourage mixed use development, as designated in the Land Use Plan, that is designed appropriately for Wildomar.  Policy LU-10.2. Integrated Housing and Commercial Development. Support the development of housing integrated with commercial and/or office uses on existing commercially developed properties characterized by declining retail activity.

Economic Development Element
GOAL ED 1 Vibrant Local Economy: A resilient local economy that provides goods and services desired by residents and contributes to the community’s quality of life and sense of place.  Policy ED-1.4 Workforce Housing. Support an adequate and reliable workforce for local businesses by promoting the development of housing opportunities suited to the range of incomes, in accordance with the Land Use Element and the Housing Element.
 Policy ED-1.5 Employment Opportunities for Residents. Support the growth of existing businesses, the creation of new businesses, and the attraction of businesses that provide employment opportunities suited to a variety of skills and education levels.
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5.14.4 Environmental Impacts

5.14.4.1 METHODOLOGY
The project area’s demographics are examined in the context of existing and projected populations and housing units for the Riverside County region and the City of Wildomar. Information on population, housing, and employment for the project area is available from several sources, including:
 California Department of Finance (DOF). The DOF prepares and administers California’s annual budget. Other duties include estimating population demographics and enrollment projections.  Southern California Association of Governments (SCAG). Policies, programs, employment, housing, and population projections adopted by SCAG to achieve regional objectives are expressed in its 2016 and 2020 RTP/SCS.
 United States Census Bureau (US Census Bureau). The official United States Census is described in Article I, Section 2 of the Constitution of the United States. It calls for an actual enumeration of the people every 10 years, to be used for apportionment among the states of seats in the House of Representatives. The United States Census Bureau publishes population and household data gathered in the decennial census.
 Longitudinal Employer-Household Dynamics (LEHD). The Longitudinal EmployerHousehold Dynamics (LEHD) program is part of the Center for Economic Studies at the U.S.

Census Bureau. The LEHD program produces cost effective, public-use information combining federal, state, and Census Bureau data on employers and employees under the Local Employment Dynamics (LED) Partnership. State and local authorities increasingly need detailed local information about their economies to make informed decisions. The LED Partnership works to fill critical data gaps and provide indicators needed by state and local authorities.  California Employment Development Department (EDD). The Labor Market Information Division (LMID) is the official source for California Labor Market Information. This division collect, analyze, and publish statistical data and reports on California's labor force, industries, occupations, employment projections, wages and other important labor market and economic data.

5.14.4.2 IMPACT ANALYSIS
Impact 5.14-1: The proposed project would directly result in population growth in the project area. [Threshold P-1]
It is important to note the differences between project buildout and SCAG projections. SCAG projections are utilized in this analysis for general comparison purposes. Buildout of the City is not linked to a development timeline and is based on expected growth rates through the year 2045. In addition, the proposed project provides policy level guidance and does not contain specific project proposals. On the other hand, SCAG projections are based on annual increments in order to develop regional growth projections for land use and 598

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transportation planning over a 20-year horizon to 2045. A comparison of the Proposed General Plan buildout to SCAG’s population, housing, and employment projections assists in providing context for comparison.

Table 5.14-7, Comparison of 2045 SCAG and Proposed General Plan Buildout Projections, shows the buildout projections in accordance with the Proposed General Plan buildout in comparison to the SCAG 2045 projections.

Table 5.14-7 Comparison of 2045 SCAG and Proposed General Plan Buildout Projections Existing Conditions 2045 SCAG Projections
General Plan Update
Buildout Projections (2045)
Population 37,326 55,200 65,325
Employment 5,841 11,200 12,115
Housing Units 11,988 18,6201 20,980
Jobs-Housing Ratio 0.49 0.60 0.58
Source: SCAG 2020. 1 SCAG projections are stated in terms of number of households and assume a vacancy rate of 5 percent.

Population and Employment
Under existing conditions, the City has approximately 37,326 residents and 5,841 jobs. By the year 2045, there would be approximately 65,325 residents and 12,115 jobs, assuming all residents and employees are new to the City, which is an increase of 75 percent and 107 percent, respectively, compared to existing conditions.

The SCAG population and employment projections for Wildomar in 2045 are 55,200 residents and 11,200 jobs, respectively. The population and employment projections under the Proposed General Plan would be approximately 18 percent and 8 percent greater than the SCAG 2045 projections, respectively. The RHNA associated with the statewide housing crisis has created an expectation that population projections for the region, and for the City, will need to change. Because of this, the SCAG RTP/SCS projections are out of sync with RHNA allocations, and do not reflect substantial growth projections forecasted for Wildomar. The current projections shown in Table 5.14-4 and Table 5.14-6 do not reflect the RHNA and the approximately 65,325 new residents and 12,115 new jobs at buildout. While it is possible that some of the proposed residents and employees would be existing in the City, it is unlikely that all of them would be existing residents and employees from the City. While the proposed population and jobs would exceed SCAG estimates, the increase would not be a substantial unplanned growth in population; the City can accommodate the potential growth as described in this DEIR, and therefore, impacts would be less than significant.

Housing
There are currently 11,988 housing units in the City and at full buildout there would be 20,980 units, which is an increase of 75 percent from existing conditions. The estimated forecast for housing units under the Proposed General Plan would exceed the 2045 SCAG projections (see Table 5.14-7) by approximately 13 percent.
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It should be noted that the State of California has a shortage of housing. In 2019, Governor Newsom signed several bills aimed at addressing the need for more housing, including the Housing Crisis Act of 2019 (Senate Bill 330). While the RTP/SCS may not forecast substantial growth, the RTP/SCS was prepared prior to HCD’s RHNA allocation to SCAG of 1.34 million units, which led SCAG to ultimately assign to the City of Wildomar a RHNA allocation for the 2021–2029 planning period of 2,715 units. This RHNA allocation is slightly larger than the City’s previous RHNA allocation (2,535 units) and larger than the relatively flat growth forecast in the RTP/SCS, indicating that SCAG’s RTP/SCS is out of sync with RHNA allocations and that both HCD and SCAG forecast substantial growth for Wildomar that is not yet reflected in the RTP/SCS.

The City adopted its Housing Element and obtained state certification in 2021, including several policies that support a variety of housing types and densities to accommodate the requirements of the RHNA. For example, Policy H-1 supports sufficient supply of multifamily and single-family zoned land; Policy H-3, Policy H-8, and Policy H-9 call for the development of affordable housing; and Policy H-11 encourages the development of housing for special needs groups (Wildomar 2021). As indicated above, the increase would not result in a substantial unplanned growth in housing since SCAG’s RTP/SCS is out of sync with the RHNA allocations. Additionally, with a statewide shortage in housing, the RHNA requirements, and City’s RHNA allocation, there is a need for an increase in housing. Therefore, impacts would be less than significant.

Jobs-Housing Ratio
According to Table 5.14-7, the 2045 SCAG jobs-housing ratio would be 0.60 and the under the Proposed General Plan the jobs-housing ratio would be 0.58, which are both more than the City’s existing ratio of 0.49.

Thus, implementation of the proposed project would bring the City closer to the target ratio of 1.3 to 1.7 jobs per housing unit.

In general, the land uses identified in the Proposed General Plan provide opportunities for residents in the City of Wildomar to both live and work in the City rather than commuting to other areas. Additionally, the Economic Development Element identifies several policies aimed at supporting a resilient local economy and workforce housing for Wildomar residents. Therefore, while the buildout of the proposed project would directly and indirectly induce population growth, the jobs-housing ratio in the City would be improved after buildout allowed under the proposed project. Therefore, impacts would be less than significant.

Level of Significance Before Mitigation: Impact 5.14-1 would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance After Mitigation: Impact 5.14-1 would be less than significant. 600

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Impact 5.14-2: Project implementation would not result in displacing people and/or housing. [Threshold P-2]
The purpose of the Proposed General Plan is to provide orderly growth in the City of Wildomar through the distribution, location, balance, and extent of land uses. The Proposed General Plan introduces new land use designations––Mixed Use Low (MUL) and Mixed Use High (MUH)––which better define the existing Mixed Use Planning Area (MUPA) designation.

The proposed project would include a variety of housing types and provide additional residential opportunities within the City. Compliance with the City’s Housing Element would facilitate the development of the various housing types by providing a supply of land that is adequate to accommodate the RHNA and maintain an inventory of housing opportunity sites. As part of the Housing Element, the City of Wildomar prepared a land inventory of adequate sites to show how the City could meet the requirements for the RHNA through appropriate zoning and development standards (Wildomar 2021). Additionally, Government Code Section 66300(d)(2) requires that any project that would demolish residential units must create at least as many units as will be demolished.

As described in Chapter 5.11, Land Use and Planning, the land use pattern, intensities, and densities under the proposed project would remain generally unchanged, and future development would occur in areas that are already planned for development. Moreover, the Housing Element provides policies that ensure sufficient housing supply, assist with homeownership, streamline the process of residential projects, increase affordable housing, and establish a rehabilitation program, such as Policies H-1, H-4, H-7, H-9, and H-14. Therefore, the Proposed General Plan would not displace any people and would provide more housing opportunities than currently exist, and there would be no impact.

Level of Significance Before Mitigation: Impact 5.14-2 would not be significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance After Mitigation: Impact 5.14-2 would not be significant.

5.14.5 Cumulative Impacts
The context considered for cumulative impacts is the region covered by SCAG. As discussed above, development under the Proposed General Plan would not displace housing within the City. Because the City of Wildomar has no control over development in other areas in the region, it would not contribute to the displacement of housing on other sites within the region. The proposed project would encourage development on land within the City that is already proposed for development, as well as intensification and infill projects rather than the annexation of land for development. The projected change in the jobs-housing ratio is intended to encourage the creation of jobs for more of the City’s residents who currently commute elsewhere for employment. Development under the Proposed General Plan would be more balanced, 601

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compared to existing conditions, by increasing employment opportunities as well as residential options for residents at various income levels.

While the Proposed General Plan would exceed the growth projections in SCAG’s RTP/SCS growth forecasts for population, employment, and housing growth, the SCAG RTP/SCS projections do not account for RHNA allocations, growth trend changes, and housing shortages. Therefore, the proposed project’s impact would not result in a cumulatively considerable contribution to growth in the region, as growth is already predicted to occur within the region. Therefore, impacts would be less than significant.

5.14.6 Level of Significance Before Mitigation
Upon implementation of regulatory requirements and standard conditions of approval, the following impacts would be less than significant: 5.14-1 and 5.14-2.

5.14.7 Mitigation Measures
No mitigation measures are required.

5.14.8 Level of Significance After Mitigation
All impacts would be less than significant.

5.14.9 References
Employment Development Department (EDD). 2023. Unemployment Rates (Labor Force): Employment. https://www.labormarketinfo.edd.ca.gov/cgi/dataanalysis/areaselection.asp?tablename=labforce.

Department of Finance (DOF). 2021. E-5 Population and Housing Estimates for Cities, Counties, and the State, 2011-2020 with 2010 Census Benchmark.
https://dof.ca.gov/forecasting/demographics/estimates/estimates-e5-2010-2020/. ———. 2023. E-5 Population and Housing Estimates for Cities, Counties, and the State, 2020–2023. https://dof.ca.gov/forecasting/demographics/estimates/e-5-population-and-housing-estimates-for -cities-counties-and-the-state-2020-2023/.

US Census Bureau. 2023. OnTheMap: Work Area Profile Analysis. https://onthemap.ces.census.gov/.

Southern California Association of Governments (SCAG). 2016. 2016–2040 RTP/SCS Final Growth Forecast by Jurisdiction. https://scag.ca.gov/sites/main/files/file-attachments/ 2016_2040rtpscs_finalgrowthforecastbyjurisdiction.pdf?1605576071. ———. 2020, September 3. Demographics and Growth Forecast Technical Report. https://scag.ca.gov/sites/main/files/file-attachments/0903fconnectsocal_demographics-and -growth-forecast.pdf?1606001579.
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Weitz, Jerry. 2003. Jobs-Housing Balance. Planning Advisory Service Report Number 516. American Planning Association. https://planning-org-uploaded-media.s3.amazonaws.com/publication/ download_pdf/PAS-Report-516.pdf.

Wildomar, City of. 2021. 2021-2029 Housing Element.
https://www.cityofwildomar.org/DocumentCenter/View/394/2021-2029-Housing-Element -Adopted-October-13-2021-PDF.
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5.15 PUBLIC SERVICES
This section addresses the proposed project’s impacts to public services including fire protection and emergency services, police protection services, school services, and library services. Park services are addressed in Section 5.16, Recreation. Public and private utilities and service systems, including water, wastewater, and solid waste services and systems, are addressed in Section 5.19, Utilities and Service Systems.

The analysis in this section was informed by correspondence with the Wildomar Fire Department, Wildomar Police Department, Lake Elsinore Unified School District, and Wildomar Library, included in Appendix

5.15-1 to this EIR.

FOCAL POINT
This section includes a discussion of the public services of the existing environment that would potentially be altered by the proposed project’s implementation. Cumulative impacts related to public services would be within the City of Wildomar.

The Proposed General Plan would result in an increase in development in the City, which would increase demand for public services and would contribute to the need to construct new facilities, increase staffing, and add equipment. Future development proposed under the Proposed General Plan would be required to pay development impact fees and comply with the City’s Municipal Code and would be subject to discretionary review by the appropriate commissions, committees, or the City Council. As new development occurs, developers would contribute to the City’s General Fund as well as Measure AA. Overall, impacts related to public services would be less than significant upon compliance with the Proposed General Plan policies, City’s Municipal Code, state regulations, and development impact fee payments.

5.15.1 Fire Protection and Emergency Services

5.15.1.1 ENVIRONMENTAL SETTING
Regulatory Background
International Regulations
International Fire Code
The International Fire Code is a model code for regulating minimum fire-safety requirements for new and existing buildings, facilities, storage, and processes. It includes general and specialized technical fire- and lifesafety regulations, with topics addressing fire-department access, fire hydrants, automatic sprinkler systems, fire alarm systems, fire and explosion hazards safety, use and storage of hazardous materials, protection of emergency responders, industrial processes, and various other topics. The code is issued by the International Code Council, which is an international organization of building officials. 604

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Federal Regulations
Federal Fire Prevention Plans
Fire prevention plans are required under OSHA Standard 1926.24. The purpose of the fire prevention plan is to prevent fire in a workplace. It describes the fuel sources (hazardous or other materials) on-site that could initiate or contribute to the spread of a fire. A fire prevention plan must be in writing, kept in the workplace, and made available to employees for review. However, an employer with 10 or fewer employees may communicate the plan orally to employees. At a minimum, a fire prevention plan must include:
 A list of all major fire hazards, proper handling and storage procedures for hazardous materials, potential ignition sources and their control, and the type of fire protection equipment necessary to control each major hazard.
 Procedures to control accumulations of flammable and combustible waste materials.  Procedures for regular maintenance of safeguards installed on heat-producing equipment to prevent the accidental ignition of combustible materials.
 The name or job title of employees responsible for maintaining equipment to prevent or control sources of ignition or fires.
 The name or job title of employees responsible for the control of fuel source hazards.

State Regulations
Emergency Response/Evacuation Plans
Government Code Section 8607(a) directs the California Emergency Management Agency (Cal OES) (formerly the Governor’s Office of Emergency Services) to prepare a Standard Emergency Management System (SEMS) program, which sets forth measures by which a jurisdiction should handle emergency disasters. The program is intended to provide effective management of multi-agency and multijurisdictional emergencies in California. SEMS consists of five organizational levels, which are activated as necessary: (1) Field Response, (2) Local Government, (3) Operational Area, (4) Regional, and (5) State. Local governments must use SEMS to be eligible for funding of their response-related personnel costs under state disaster assistance programs. The City of Wildomar is generally responsible for emergencies that occur within City boundaries and has adopted an Emergency Operations Plan that is consistent with the SEMS.

California Government Code
Section 65302 of the California Government Code requires general plans to include a safety element, which must include an assessment of wildland and urban fire hazards. The Safety Element that was adopted on October 13, 2021 satisfies this requirement.
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California Building Code
The State of California provides a minimum standard for building design through the California Building Code (CBC) (California Code of Regulations, Title 24, Part 2). The CBC is based on the International Building Code but has been modified for California conditions. It is generally adopted on a jurisdiction-byjurisdiction basis, subject to further modification based on local conditions. Commercial and residential buildings are plan-checked by local city building officials for compliance with the CBC. Typical fire safety requirements of the CBC include the installation of 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 in wildfire hazard areas.

California Fire Code
The California Fire Code (California Code of Regulations, Title 24, Part 9) is based on the 2021 International Fire Code and includes amendments for California fully integrated into the code. The California Fire Code contains fire safety-related building standards that are referenced in other parts of Title 24 of the California Code of Regulations. The California Fire Code is updated once every three years, and the 2022 code went into effect on January 1, 2023.

California Health and Safety Code
California Health and Safety Code Section 13000 et seq. includes fire regulations for building standards (also in the CBC), fire protection and notification systems, fire protection devices such as extinguishers and smoke alarms, high-rise building and childcare facility standards, and fire suppression training.

California Strategic Fire Plan
The California Strategic Fire Plan is the State’s “road map” for reducing the risk of wildfire. The overall goal of the Plan is to reduce total costs and losses from wildland fire in California through focused, pre-fire management prescriptions and increased initial attack success. The most recent iteration is the 2018 Plan which focuses on (1) fire prevention and suppression activities to protect lives, property, and ecosystem services, and (2) natural resource management to maintain the state’s forests as a resilient carbon sink to meet California’s climate change goals and to serve as important habitat for adaptation and mitigation (CAL FIRE 2018).

California Occupational Safety and Health Administration In accordance with the California Code of Regulations, Title 8, Sections 1270, Fire Prevention, and 6773, Fire Protection and Fire Fighting Equipment, the California Occupational Safety and Health Administration (Cal/OSHA) has established minimum standards for fire suppression and emergency medical services. The standards include, but are not limited to, guidelines on the handling of highly combustible materials; fire hose sizing requirements; restrictions on the use of compressed air; access roads; and the testing, maintenance, and use of all firefighting and emergency medical equipment. 606

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Regional Regulations
Riverside County Fire Department
In December 2008, Management Partners was hired to prepare a Strategic Plan for the Riverside County Fire Department (RCFD). The plan aims to define current and future needs, recommend goals and objectives, and establish priorities for the next 20 years. A systematic strategic planning process was used to evaluate the organization's strengths and weaknesses, identify external influences and opportunities, and establish priorities. Priorities were developed using an environmental scan and future data, and the plan considered a range of concerns including daily issues, budget objectives, data trends, fire service best practices, and regional issues (RCFD 2009).

Local Regulations
City of Wildomar Municipal Code
Section 8.28.010, Findings and Adoption, of Wildomar’s Fire Code (Municipal Code Chapter 8.28) states that the 2022 edition of the California Fire Code has been adopted as the City’s fire code.

City of Wildomar Emergency Operations Plan
The City of Wildomar Emergency Operations Plan outlines the City's response to extraordinary emergencies, including natural disasters, technological incidents, and national security emergencies. The Emergency Operations Center is responsible for directing and coordinating various departments and agencies in emergency response activities. The Plan aims to establish the framework for implementing SEMS and the National Incident Management System (NIMS) for Wildomar, located within Riverside County and Mutual Aid Region VI. The Plan aims to facilitate multi-agency and multi-jurisdictional coordination in emergency operations, particularly between the City of Wildomar, Riverside County, special districts, and State agencies.

City of Wildomar 2021-2029 Safety Element
The City's Safety Element outlines the City's objectives, policies, and actions to reduce safety hazards in and around Wildomar. It identifies natural and human-caused hazards, provides guidelines for protecting residents, employees, visitors, and community members, and sets policies for improved public safety. (Wildomar 2021a). The following policies from the Safety Element pertain to the City’s fire protection and emergency services:
 Policy S-44. All proposed development and construction within Fire Hazard Severity Zones shall be reviewed by the Riverside County Fire Department and Wildomar Building and Safety Development for consistency with the following requirements before the issuance of any building permits:
 All proposed development and construction shall meet minimum state, county, and local standards for fire safety, as defined in the City of Wildomar Building or Fire Codes, or by City zoning, or as dictated by the Building Official or the Transportation Land Management Agency based on building type, design, occupancy, and use.
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 In addition to the standards and guidelines of the California Building Code, California Fire Code, the Wildomar Municipal Code, and other appropriate fire safety provisions, developments shall incorporate additional standards for high-risk, high-occupancy, and dependent facilities where appropriate under the City of Wildomar Fire Code. These shall include assurance that structural and nonstructural architectural elements of the building will not impede emergency egress for fire safety staffing/personnel, equipment, and apparatus; nor hinder evacuation from fire, including potential blockage of stairways or fire doors.
 Proposed development and construction in Very Fire Hazard Severity Zones shall provide secondary public access, in accordance with City of Wildomar ordinances. There shall be multiple points of ingress and egress that allow for emergency response vehicle access. Points of access shall also include visible street signs and sufficient water supplies and infrastructure for structural fire suppression.
 Proposed development and construction in Very Fire Hazard Severity Zones shall use singe loaded roads to enhance fuel modification areas, unless otherwise determined by the Riverside County Fire Chief.
 Proposed development and construction in Very Fire Hazard Severity Zones shall provide a fire protection plan that includes defensible space or fuel modification zones to be located, designed, constructed, and maintained to provide adequate defensibility from wildfires.  Prior to the approval for all parcel maps and tentative maps, the City shall require as a conditions of approval, the developer meet or exceed the California Fire and Building code including Title 14 Regulations, particularly those regarding road standards for ingress, egress, and fire equipment access (see California Government Code, Section 66474.02.).
 Policy S-47. Require proposed development in Very High Fire Hazard Severity Zones to be located where fire and emergency services are available or will be constructed as part of the proposed development activities. These services shall meet the minimum travel times identified in Riverside County Fire Department Fire Department Fire Protection and Emergency Management Services’ Strategic Master Plan.
 Policy S-49. Require that conceptual landscaping plans for development in Very Fire Hazard Severity Zones identified by CAL FIRE and reviewed by Planning and Fire Departments prior to the issuance of development permits. The conceptual landscaping plan of the proposed development shall, at the minimum, include:
 Site plan, planting plan, planting palette, and irrigation plan to reduce the risk of fire hazards with consideration to site conditions, including slope, structures, and adjacencies.  Defensible space maintenance plan.
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 Provision of multiple points of ingress and egress to improve evacuation and emergency response access and adequate water infrastructure for water supply and fire flow, and fire equipment access.  Policy S-60. When updating the Safety Element, the Local Hazard Mitigation Plan, or at other times as appropriate, review inter-jurisdictional fire response agreements, and improve firefighting resources as recommended in the Riverside County Fire Department Fire Protection Plan and Emergency Medical Services (EMS) Strategic Master Plan to keep pace with development, to ensure that:
 Fire reporting and response times do not exceed the goals listed in the Riverside County Fire Department Fire Protection Plan and EMS Strategic Master Plan identified for each of the development densities described.
 Fire-flow requirements (e.g., water for fire protection) are consistent with City of Wildomar Fire Code.
 The planned deployment and height of aerial ladders and other specialized equipment and apparatus are sufficient for the intensity of development desired.  Policy S-61. Continue to use the Riverside County Fire Department Fire Protection Plan and Emergency Medical Services (EMS) Strategic Master Plan as the foundational document to implement the Safety Element’s goals and objectives.
 Policy S-64. Coordinate with the Riverside County Fire Department to ensure that the Department has appropriate municipal staffing and Office of the Fire Marshal staff to address development pressure and adequately respond to long-range fire safety planning.

Development Impact Fees
In July 2022, the City of Wildomar established fees to fund new fire protection facilities (Wildomar 2022):
 Single-Family Residential: $496 per dwelling unit
 Multi-Family Residential: $344 per dwelling unit
 Commercial/Retail: $339 per 1,000 square feet of building space  Office/Business Park: $300 per 1,000 square feet of building space  Light Industrial/Warehousing: $120 per 1,000 square feet of building space Existing Conditions
Figure 5.20-1, Fire Hazard Severity Zone, in Chapter 5.20, Wildfire, shows that the eastern and western portions of the City are in a Very High Fire Hazard Severity Zone (CAL FIRE 2023).

Mutual Aid and Automatic Aid
Fire protection services in Wildomar are provided by the RCFD and the California Department of Forestry and Fire Protection (CAL FIRE), which make up the Wildomar Fire Department (WFD). The City has a 609

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partnership with the RCFD and CAL FIRE to provide fire suppression, emergency medical, technical rescue, fire prevention, and related services to the City. The RCFD and CAL FIRE participate in a Cooperative Fire Response Agreement, where fire agencies have agreed to automatically support each other on incidents using the closest available resource. The RCFD is one of the largest regional fire service organizations in California.

It is staffed with a combination of County of Riverside and CAL FIRE personnel and responds to both urban and wildland emergencies. The RCFD serves a vast geographic area and diverse communities. The WFD also has joint/mutual aid agreements through the City of Murrieta auto aid agreement, California Fire Rescue Mutual aid agreement, and CAL FIRE Wildland Fire Protection agreement (Olson 2023).

Personnel and Equipment
Wildomar Fire Station 61 is located at 32637 Gruwell Street in the City of Wildomar (Wildomar 2021a). Table

5.15-1, Fire Station Personnel and Equipment Serving Wildomar, provides current information on equipment and staffing for the fire stations that would serve the City. Figure 5.15-1, Fire Stations Serving the City of Wildomar, shows the location of these fire stations.

Table 5.15-1 Fire Station Personnel and Equipment Serving Wildomar Station Location/Address Equipment Daily Staffing
Wildomar Fire Station #61 32637 Gruwell Street, Wildomar Fire Engine 61, Medic Squad 61 5
Menifee Fire Station #68 26020 Wickard Road, Menifee Engine 68 3 Bear Creek Fire Station #75 38900 Clinton Keith Road, Murrieta Engine 75 3 Canyon Hills Fire Station #94 22770 Railroad Canyon Road, Lake Elsinore Engine 94 3 Rancho California Fire Station #73 27415 Enterprise Circle, Temecula Engine 73/ Truck 73 7 Murrieta Fire Station #21 40060 California Oaks Road, Murrieta -- -- Murrieta Fire Station #51 38391 Vineyard Pkwy, Murrieta -- -- Source: Olson 2023.
1 Equipment and daily staffing was not provided for Murrieta Fire Stations 2 and 5.

The WFD has a total of 13 firefighters and one fire marshal. The Riverside County Cooperative Fire Protection Agreement includes daily chief officer coverage of a Battalion Chief, Division Chief, and Duty Chief (Olson 2023).

The WFD indicated that increases in services are determined using National Fire Protection Association 1710 Standard for the Organization and Deployment of Fire Suppression Operations, Emergency Medical Operations, and Special Operations to the Public by Career Fire Departments, which defines levels of service, staffing, deployment capabilities, and other critical requirements for career fire departments, as well as WFD’s standards (Olson 2023).
610
PlaceWorks
Source: Olson 2023.
0 Scale (Miles)

1.5 City of Wildomar Boundary
15 WILDOMAR WILDOMAR

MURRIETA

UNINCORPORATED

RIVERSIDE COUNTY

UNINCORPORATED

RIVERSIDE COUNTY
Bundy Canyon Rd
Grand Ave
Corydon Rd
Mission Trail
Palomar St
Wildomar Trl
Clinton Keith Rd
Jackson Ave
Washington Ave
E Lakeshore Dr
Canyon Hills Rd
Railroad Canyon Rd
Murrieta Rd
Ivy St
Figure 5.15-1 - Fire Stations Serving the City of Wildomar

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Fire Stations (7)

TEMECULA
215
Scott Rd
Newport Rd
Jefferson Ave
79 CALIFORNIA
Diaz Rd

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Response Times
WFD indicated that the station response times, below, are goals and are dependent on population:
 Less than 100 persons per square mile = 15 minutes
 100 to 500 persons per square mile = 8 minutes
 500 to 1,000 persons per square mile = 6 minutes
 More than 1,000 persons per square mile = 4 minutes
WFD stated that the current average response time for emergency calls is 5.1 minutes and non-emergency calls is 5.4 minutes. As the City has more than 1,000 persons per square mile, WFD does not meet its goals.

WFD uses the Fractile Analysis Methodology to report performance outcomes based on response times. The RCFD establishes a goal of arriving within the established response time objective 90 percent of the time.

Funding
WFD operations and capital outlays are funded by the City's General Fund. In addition, Measure AA is a onecent sales tax collected in Wildomar that provides additional local funds for Wildomar's public safety, including fire (Wildomar 2023a). Additional funding for site acquisition and construction of fire stations and equipment is provided by development impact fees paid by developers (refer to Development Impact Fees, in Section 5.15.1.1, above).

5.15.1.2 THRESHOLDS OF SIGNIFICANCE
According to Appendix G of the CEQA Guidelines, a project would normally have a significant effect on the environment if the project would:

FP-1 Result in a substantial adverse physical impact associated with the provisions 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 services.

5.15.1.3 PROPOSED GENERAL PLAN GOALS AND POLICIES
Recreation and Community Services Element
GOAL RC 4: Community services and recreational programs that support a high quality-of-life and healthy lifestyles.
 Policy RC-4.7 Police, Fire and Emergency Medical Services. Work with the Riverside County Sheriff ’s Department and CAL FIRE Riverside County Fire Department to continue to provide effective law enforcement, fire, and emergency medical services.
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Land Use Element
GOAL LU 2 Development Capacity: Responsible growth through well-planned development provides for the needs of Wildomar’s residents and businesses, makes efficient use of land and infra-structure, protects important environmental resources, promotes the health of the community, and maintains the unique character distinguishing the city as a special place in the region.  Policy 2.1 Adequate Service Provision for New Development. Coordinate with local agencies, service providers and utilities to ensure adequate service provision for new development.

GOAL LU-6 Maintenance and Compatibility With Other Uses: Development is located and designed to maintain the qualities that distinguish Wildomar and to ensure effective transitions between neighborhoods and districts.
 Policy LU-6.2 Design for Safety. Require the use of Crime Prevention Through Environmental Design (CPTED) techniques such as providing clear lines of sight, appropriate lighting, and wayfinding signs to ensure that new development is visible from public areas and easy to navigate.

GOAL LU 12 Public Facilities: Governmental, utility, institutional, educational, recreational, cultural, religious, and social facilities and services are located and designed to complement Wildomar’s neighborhoods, centers, and corridors.
 Policy LU-12.1 Services Supporting Residents. Provide public facilities and services that are costeffective, and contribute to the health, safety, welfare, and personal development of all residents.  Policy LU-12.2 Co-Location. Promote the co-location of parks, schools, libraries, health services, recreation facilities, and other community facilities, and explore opportunities for joint use of such facilities, to support resident needs and leverage limited resources.  Policy LU-12.3 Development Impact Fees. Explore all options for new projects to build associated public improvements up front. When that is infeasible, require that new development contribute their fair share to fund infrastructure and public facilities such as parks and police and fire facilities.

5.15.1.4 ENVIRONMENTAL IMPACTS
Impact 5.15-1: The proposed project would introduce new structures, residents, and workers into the Wildomar Fire Department service boundaries, thereby increasing the requirement for fire protection facilities and personnel. [Threshold FP-1]
Increased demands for fire protection and emergency medical services result from increases in the number of people who reside, work, and recreate in Wildomar. The Proposed General Plan anticipates that the City's population would increase by approximately 27,999 residents over the next 20 years. As a result, additional staff and equipment would be required to maintain or achieve desired response times. It is likely that new or expanded facilities would be required, which could include new fire stations. 613

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Based on the current response time metric, WFD determined that the City is at the cusp of its response time standard and would require additional improvements to meet future growth. WFD stated that the current covered apparatus meets calls for service standard; however, within the next five years, the WFD anticipates acquiring land for two future fire stations to provide appropriate service levels. The WFD recommends a thorough study of service area coverage and population density to identify service gaps.

WFD also stated that the northeastern portion of the City would require a cost mitigation agreement for Menifee Fire Station #68 to offset impacts of future development from the proposed project. In addition, the WFD is in the process of transitioning into a 56-hour work week, which will require an increase in staffing of one Fire Apparatus Engineer and one Firefighter II.

WFD indicated that to support future development envisioned under the proposed project it would need two additional stations, two fire engines and two medic squads, and a study to determine fire ladder truck coverage needs.

Project-specific details about the future fire facilities are unknown at the preparation of this EIR. Prior to the development of these facilities, an environmental analysis would be conducted to ensure impacts of development are reduced. As future growth in the City occurs, payment of development impact fees, as well as the City’s General Fund and Measure AA, would be available to fund the construction of fire facilities, land acquisition, staffing, and equipment.

The adoption of the Proposed General Plan would not in itself create a need for new or altered facilities. All development in the City that results from the implementation of the proposed project would be reviewed by the WFD for compliance with applicable provisions of the California fire and residential codes and the WFD’s standards. This would ensure that all future development would benefit from the most current fire prevention and safety standards, which would be expected to help keep service demands within the projected year-over-year increases.

In addition, the Proposed General Plan contains policies that aim to provide adequate fire protection and emergency medical response services to serve existing and new development, such as Policy RC-4.7, which aims to provide effective fire and emergency medical services through collaborating with CAL FIRE and Riverside County Sheriff ’s Department, and Policy LU-12.3, which requires new projects to either contribute their fair share to fund facilities or to construct such facilities. As such, impacts would be less than significant.

Level of Significance Before Mitigation: Impact 5.15-1 would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance After Mitigation: Impact 5.15-1 would be less than significant. 614

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5.15.1.5 CUMULATIVE IMPACTS
The geographic area for the cumulative impact analysis of fire protection services is the entire service boundary for the Wildomar Fire Department, which is the City. Future development in the City, based on buildout of the City’s Proposed General Plan, is expected to increase demand for fire protection services and would contribute to the need to construct new facilities, increase staffing, and add equipment. Increased demands for fire protection and other emergency services result from increases in population but can also be related to the size and height of buildings and the different types of land uses.

Implementation of the Proposed General Plan would introduce new structures and additional residents to the City, thereby increasing the demand for fire protection services. Although the WFD service area is within the City, in the event of an emergency that required more resources than the current fire stations could provide, the WFD would direct resources to the City from nearby stations and, if needed, would request assistance from nearby fire departments. Additionally, the payment of development impact fees would ensure that new developments are contributing to their fair share of services. Therefore, the Proposed General Plan’s contribution to cumulative impacts would be less than cumulatively considerable.

5.15.1.6 LEVEL OF SIGNIFICANCE BEFORE MITIGATION
Upon implementation of regulatory requirements and standard conditions of approval, the following impacts would be less than significant: 5.15-1.

5.15.1.7 MITIGATION MEASURES
No mitigation measures are required.

5.15.1.8 LEVEL OF SIGNIFICANCE AFTER MITIGATION
All impacts would be less than significant.

5.15.2 Police Protection

5.15.2.1 ENVIRONMENTAL SETTING
Regulatory Background
State Regulations
Emergency Response/Evacuation Plans
Government Code Section 8607(a) directs the California Emergency Management Agency (Cal OES) (formerly the Governor’s Office of Emergency Services) to prepare a Standard Emergency Management System (SEMS) program, which sets forth measures by which a jurisdiction should handle emergency disasters. The program is intended to provide effective management of multi-agency and multijurisdictional emergencies in California. SEMS consists of five organizational levels, which are activated as necessary: (1) Field Response, (2) Local Government, (3) Operational Area, (4) Regional, and (5) State. Local governments must use SEMS to be eligible for funding of their response-related personnel costs under state disaster 615

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assistance programs. The City of Wildomar is generally responsible for emergencies that occur within City boundaries and has adopted an Emergency Operations Plan that is consistent with the SEMS.

Regional Regulations
Local Regulations
City of Wildomar Emergency Operations Plan
The City of Wildomar Emergency Operations Plan outlines the City's response to extraordinary emergencies, including natural disasters, technological incidents, and national security emergencies. The Emergency Operations Center is responsible for directing and coordinating various departments and agencies in emergency response activities. The Plan aims to establish the framework for implementing SEMS and the National Incident Management System (NIMS) for Wildomar, located within Riverside County and Mutual Aid Region VI. The Plan aims to facilitate multi-agency and multi-jurisdictional coordination in emergency operations, particularly between the City of Wildomar, Riverside County, special districts, and State agencies.

City of Wildomar Municipal Code
Section 2.32.080, Emergency plan, of the municipal code establishes that the Wildomar Disaster Council shall be responsible for the development of the City’s emergency plan, which plan shall provide for the effective mobilization of all of the resources of this City, both public and private, to meet any condition constituting a local emergency or state of war emergency; and shall provide for the organization, powers and duties, services, and staff of the emergency organization. Such plan shall take effect upon adoption by resolution of the City Council. (Ord. 44 Section 1, 2010)
Development Impact Fees
The City of Wildomar established these fees to fund new police protection facilities (Wildomar 2022):
 Single-Family Residential: $272 per dwelling unit
 Multi-Family Residential: $189 per dwelling unit
 Commercial/Retail: $183 per 1,000 square feet of building space  Office: $162 per 1,000 square feet of building space
 Industrial/Business Park: $65 per 1,000 square feet of building space Existing Conditions
Mutal Aid Agreements
Police protection services in Wildomar are provided by the Riverside County Sheriff ’s Department (RCSD).

The RCSD serves an area of approximately 7,300 square miles with a staff of over 4,000 and there are 12 Sheriff ’s stations across the County (RCS 2023a, 2023b). The Riverside Sheriff ’s Office has active mutual aid agreements with neighboring agencies (Clark 2023). The City of Wildomar Police Department’s (WPD) law enforcement services are provided by the Lake Elsinore Station of the RCSD at 333 Limited Avenue in Lake 616

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Elsinore. The Lake Elsinore Station serves the contract cities of Lake Elsinore and Wildomar, and surrounding unincorporated areas of Riverside County (RCS 2023c).

Personnel and Equipment
The Lake Elsinore Station includes one motorcycle, five patrol cars, one full-time motor officer, two full-time special enforcement team officers, and one non-sworn community service officer. The WPD does not have a metric that guides increases in staff but adjusts staffing based on recommendations from the Riverside County Sheriff ’s Office (Clark 2023).

Response Times
The WPD indicated that while there are no set Department goals for response times, the administration monitors average response times and ensures deputies are responding as efficiently as possible. The current average response times for emergency and nonemergency calls are:
 7.9 minutes for highest priority calls (first priority)  24.48 minutes for second priority calls
 45 minutes for third priority calls
 43.93 minutes for fourth priority calls

5.15.2.2 THRESHOLDS OF SIGNIFICANCE
According to Appendix G of the CEQA Guidelines, a project would normally have a significant effect on the environment if the project would:

PP-1 Result in a substantial adverse physical impact associated with the provisions 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 services.

5.15.2.3 PROPOSED GENERAL PLAN GOALS AND POLICIES
Recreation and Community Services Element
GOAL RC 4: Community services and recreational programs that support a high quality-of-life and healthy lifestyles.
 Policy RC-4.7 Police, Fire and Emergency Medical Services. Work with the Riverside County Sheriff ’s Department and CAL FIRE Riverside County Fire Department to continue to provide effective law enforcement, fire, and emergency medical services.
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Land Use Element
GOAL LU 2 Development Capacity: Responsible growth through well-planned development provides for the needs of Wildomar’s residents and businesses, makes efficient use of land and infra-structure, protects important environmental resources, promotes the health of the community, and maintains the unique character distinguishing the city as a special place in the region.  Policy LU-2.1 Adequate Service Provision for New Development. Coordinate with local agencies, service providers and utilities to ensure adequate service provision for new development.

GOAL LU 6 Maintenance and Compatibility With Other Uses: Development is located and designed to maintain the qualities that distinguish Wildomar and to ensure effective transitions between neighborhoods and districts.
 Policy LU-6.2 Design for Safety. Require the use of Crime Prevention Through Environmental Design (CPTED) techniques, such as providing clear lines of sight, appropriate lighting, and wayfinding signs, to ensure that new development is visible from public areas and easy to navigate.

GOAL LU 12 Public Facilities: Governmental, utility, institutional, educational, recreational, cultural, religious, and social facilities and services are located and designed to complement Wildomar’s neighborhoods, centers, and corridors.
 Policy LU-12.1 Services Supporting Residents. Provide public facilities and services that are costeffective, and contribute to the health, safety, welfare, and personal development of all residents.  Policy LU-12.2 Co-Location. Promote the co-location of parks, schools, libraries, health services, recreation facilities, and other community facilities, and explore opportunities for joint use of such facilities, to support resident needs and leverage limited resources.  Policy LU-12.3 Development Impact Fees. Explore all options for new projects to build associated public improvements up front. When that is infeasible, require that new development contribute their fair share to fund infrastructure and public facilities such as parks and police and fire facilities.

5.15.2.4 ENVIRONMENTAL IMPACTS
Impact 5.15-2: The proposed project would introduce new structures, residents, and workers into the Wildomar Police Department service boundaries, thereby increasing the requirement for police protection facilities and personnel. [Threshold PP-1] Implementation of the Proposed General Plan could result in the addition of approximately 27,999 residents.

The WPD indicated that the existing resources (facilities, personnel, and equipment) are adequate to serve the City under current conditions. However, the proposed buildout would double current needs to serve future development under the Proposed General Plan (Clark 2023). 618

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The increase in demand for police services would be met through the hiring of additional staff, as needed, which would be funded through existing funding mechanisms, such as the City’s General Fund revenue, grant funding, development impact fees, and Measure AA. There are no current plans to construct additional police facilities (Clark 2023).

As new development occurs, new or expanded police facilities may be needed to support the associated population growth. Project-specific details about future police facilities, if needed, are unknown at this time.

Prior to the development of these facilities, an environmental analysis would be conducted to ensure impacts of development are reduced. As future growth in the City occurs, payment of development impact fees, as well as the City’s General Fund and Measure AA, would be available to fund the construction of police facilities, land acquisition, staffing, and equipment. The adoption of the Proposed General Plan would not in itself create a need for new or altered facilities.

Additionally, several policies included in the Proposed General Plan would strive to ensure that adequate service levels are maintained, such as Policy RC-4.7, which aims to provide effective fire and emergency medical services through collaborating with CAL FIRE and Riverside County Sheriff ’s Department, and Policy LU-12.3, which requires new projects to either contribute their fair share to fund facilities or to construct such facilities. As such, impacts would be less than significant.

Level of Significance Before Mitigation: Impact 5.15-2 would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance After Mitigation: Impact 5.15-2 would be less than significant.

5.15.2.5 CUMULATIVE IMPACTS
The geographic area for the cumulative impact analysis of police protection services is the entire service boundary for the WPD, which is the City. Future development in the City, based on buildout of the City’s Proposed General Plan, is expected to increase demand for police protection services and would contribute to the need to construct new facilities, increase staffing, and add equipment. Increased demands for police protection would result from increases in population but can also be related to the size of buildings and the different types of land uses.

Implementation of the Proposed General Plan would introduce new structures and additional residents to the City, thereby increasing the demand for police protection services. The City’s future growth would enable the funding of police facilities, land acquisition, staffing, and equipment through payment of development impact fees, the City’s General Fund, and Measure AA. Therefore, the Proposed General Plan’s contribution to cumulative impacts would be less than cumulatively considerable. 619

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5.15.2.6 LEVEL OF SIGNIFICANCE BEFORE MITIGATION
Upon implementation of regulatory requirements and standard conditions of approval, the following impacts would be less than significant: 5.15-2.

5.15.2.7 MITIGATION MEASURES
No mitigation measures are required.

5.15.2.8 LEVEL OF SIGNIFICANCE AFTER MITIGATION
All impacts would be less than significant.

5.15.3 School Services

5.15.3.1 ENVIRONMENTAL SETTING
Regulatory Background
State Regulations
California State Assembly Bill 2926: School Facilities Act of 1986 To assist in providing school facilities to serve students generated by new development, Assembly Bill (AB) 2926 was enacted in 1986 and authorizes a levy of impact fees on new residential and commercial/industrial development. The Bill was expanded and revised in 1987 through the passage of AB 1600, which added Sections 66000 et seq. to the Government Code. Under this statute, payment of impact fees by developers serves as CEQA mitigation to satisfy the impact of development on school facilities.

California Senate Bill 50
Senate Bill (SB) 50, passed in 1998, provides a comprehensive school facilities financing and reform program and enables a statewide bond issue to be placed on the ballot. Under the provisions of SB 50, school districts are authorized to collect fees to offset the costs associated with increasing school capacity as a result of development and related population increases. The funding goes to acquiring school sites, constructing new school facilities, and modernizing existing school facilities. SB 50 establishes a process for determining the amount of fees developers would be charged to mitigate the impact of development on school districts from increased enrollment. According to Section 65996 of the California Government Code, development fees authorized by SB 50 are deemed to be “full and complete school facilities mitigation.” Under this legislation, there are three levels of developer fees that may be imposed upon new development by the governing school district. Level I fees are assessed based upon the proposed square footage of residential, commercial/industrial, and/or parking structure uses. Level II fees require the developer to provide one-half of the costs of accommodating students in new schools, and the state provides the remaining half. To qualify for Level II fees, the governing board of the school district must adopt a School Facilities Needs Analysis and meet other prerequisites in accordance with Section 65995.6 of the California Government Code. Level III 620

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fees apply if the state runs out of bond funds, allowing the governing school district to impose 100 percent of the cost of school facility or mitigation on the developer, minus any local dedicated school monies.

Local Regulations
City of Wildomar Municipal Code
Chapter 15.80, School Facility Dedication Requirements, establishes school facilities land dedication and fee requirements in the City, pursuant to the provisions of Chapter 4.7 (65970 et seq.) of Division 1 of Title 7 of the Government Code. The City Council may, from time to time by resolution, issue regulations to provide for the administration of this chapter.

Development Impact Fees
The Lake Elsinore Unified School District prepares and adopts a Residential and Commercial/Industrial Development School Fee (LEUSD 2022; LEUSD 2023a). The current school impact fee is as follows:
 Residential (Single Family and Multi-Family Attached): $4.79 per square foot  Retail and Services: $0.78 per square foot
 Office: $0.78 per square foot
 Research and Development: $0.78 per square foot
 Industrial/Warehouse/Manufacturing: $0.78 per square foot  Hospital: $0.78 per square foot
 Hotel/Motel $0.399 per square foot
 Self-Storage $0.023 per square foot
Existing Conditions
The Lake Elsinore Unified School District (LEUSD) covers over 144 square miles and serves transitional kindergarten (TK) through 12th-grade students in Lake Elsinore, Canyon Lake, and Wildomar as well as several unincorporated Riverside County communities, including Lakeland Village and Horsethief Canyon.

LEUSD operates 25 schools, including alternative education programs (LEUSD 2023b). Approximately 21,322 students in grades TK through 12 are served by LEUSD (CDE 2023).

Table 5.15-2, LEUSD Schools Serving Residents from the City of Wildomar, lists the location, capacity, and current enrollment of LESUD schools serving Wildomar. Figure 5.15-2, LEUSD Schools Serving the City of Wildomar, shows the locations of these schools.
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Table 5.15-2 LEUSD Schools Serving Residents from Wildomar School 2022–2023 Enrollment Capacity
Elementary Schools
Donald Graham Elementary
35450 Frederick Street 442 819
Ronald Reagan Elementary
35445 Porras Road 532 857
Wildomar Elementary
21575 Palomar Road 577 1200
William Collier Elementary
20150 Mayhall Drive 707 737
Middle School
David A. Brown Middle
21861 Grand Avenue 990 1,400
High School
Elsinore High
21800 Canyon Drive 2,122 3,425
Alternative Education
Valley Adult School
21330 Lemon St --1 400
Source: CDE 2023; LEUSD 2023c; Judziewicz 2023. 1 Enrollment information for Valley Adult School was not provided.

A student generation rate represents the average number of students living in a particular type of residential unit within a specific geographic area. It is used to estimate the number of public school students expected to reside in a residential development. LEUSD-established student generation rates are shown in Table 5.15-3, LEUSD Student Generation Rates.

Table 5.15-3 LEUSD Student Generation Rates
School Levels Single Family Detached Units Multi-family Attached Units Elementary School 0.198 0.113
Middle School 0.093 0.119
High School 0.134 0.115
Total 0.425 0.387
Source: Judziewicz 2023.
622
PlaceWorks
Source: CDE 2023; LEUSD 2023c; Judziewicz 2023.
0 Scale (Miles)
1 City of Wildomar Boundary
15 WILDOMAR WILDOMAR

MURRIETA

UNINCORPORATED

RIVERSIDE COUNTY

UNINCORPORATED

RIVERSIDE COUNTY
Bundy Canyon Rd
Grand Ave
Corydon Rd
Mission Trail
Palomar St
Wildomar Trl
Clinton Keith Rd
Jackson Ave
Washington Ave
E Lakeshore Dr
Canyon Hills Rd
Railroad Canyon Rd
Murrieta Rd
Ivy St
Figure 5.15-2 - LEUSD Schools Serving the City of Wildomar

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5.15.3.2 THRESHOLDS OF SIGNIFICANCE
According to Appendix G of the CEQA Guidelines, a project would normally have a significant effect on the environment if the project would:

SS-1 Result in a substantial adverse physical impact associated with the provisions 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 school services.

5.15.3.3 PROPOSED GENERAL PLAN GOALS AND POLICIES
Recreation and Community Services Element
GOAL RC 4: Community services and recreational programs that support a high quality-of-life and healthy lifestyles.
 Policy RC-4.6 Educational System. Partner with local public and private schools, including the Lake Elsinore Unified School District, to maintain effective educational, vocational, and workforce training programs.

Land Use Element
GOAL LU 2: Development Capacity. Responsible growth through well-planned development provides for the needs of Wildomar’s residents and businesses, makes efficient use of land and infra-structure, protects important environmental resources, promotes the health of the community, and maintains the unique character distinguishing the city as a special place in the region.  Policy LU-2.1 Adequate Service Provision for New Development. Coordinate with local agencies, service providers and utilities to ensure adequate service provision for new development.

GOAL LU 12 Public Facilities: Governmental, utility, institutional, educational, recreational, cultural, religious, and social facilities and services are located and designed to complement Wildomar’s neighborhoods, centers, and corridors.
 Policy LU-12.1 Services Supporting Residents. Provide public facilities and services that are costeffective, and contribute to the health, safety, welfare, and personal development of all residents.  Policy LU-12.2 Co-Location. Promote the co-location of parks, schools, libraries, health services, recreation facilities, and other community facilities, and explore opportunities for joint use of such facilities, to support resident needs and leverage limited resources. 624

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 Policy LU-12.3 Development Impact Fees. Explore all options for new projects to build associated public improvements up front. When that is infeasible, require that new development contribute their fair share to fund infrastructure and public facilities such as parks and police and fire facilities.

5.15.3.4 ENVIRONMENTAL IMPACTS
Impact 5.15-3: The proposed project would generate approximately 3,566 new students which would impact the school enrollment capacities at the LEUSD. [Threshold SS-1] Implementation of the Proposed General Plan would result in an increase of 27,999 residents and 8,992 dwelling units compared to existing conditions. The increase in students would result in a higher demand for school services. The following analysis assumes a conservative approach.

LEUSD indicated that there are no current plans to construct additional LEUSD schools within the City of Wildomar. However, LEUSD stated that as residential development continues to increase, LEUSD would need more classrooms at schools within Wildomar, and potentially new schools, within the next 5 to 10 years, to accommodate growth (Judziewicz 2023).

According to Table 3-1, Proposed General Plan Buildout, in Chapter 3, Project Description, of the DEIR, the Proposed General Plan would result in an increase of 8,992 dwelling units compared to existing conditions.

Of the 8,992 dwelling units proposed, 2,268 dwelling units would be single-family units and 6,724 dwelling units would be multifamily units. Therefore, based on LEUSD's established student generation rates shown in Table 5.15-3, implementation of the Proposed General Plan would result in approximately 3,566 students.1 LEUSD requested that the City of Wildomar stay in close communication with the District and consider the possibility of partnering with the District to secure property and funding to construct facilities appropriate to serve the expected growth.

As new development occurs, new or expanded school facilities may be needed to support the associated population growth. Project-specific details about future school facilities, if needed, are unknown at this time.

Prior to the development of these facilities, an environmental analysis would be conducted to ensure impacts of development are reduced. The adoption of the Proposed General Plan would not in itself create a need for new or altered facilities.

Additionally, existing regulations such as California Government Code Sections 65995(h) and 65996(b) provide mitigation for impacts to school facilities. Such mitigation measures include fees, charges, or requirements levied against construction, pursuant to Section 17620 of the Education Code. Furthermore, the Proposed General Plan contains a number of policies that provide for adequate public school facilities to meet future demand, such as Policy RC-4.6, which aims to maintain effective educational programs by partnering with the District, and Policy LU-12.3, which requires new projects to either contribute their fair share to fund facilities or to construct such facilities. 1 2,268 single-family dwelling units x 0.425 = 963.9 = 964 students 6,724 multi-family dwelling units x 0.387 = 2,602.2 = 2,602 students Total: 964 + 2,602 = 3,566 students
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While existing school facilities may not be adequate to accommodate all future students as envisioned under the proposed project, the increased demands for additional school facilities would be accommodated through the payment of LEUSD’s Residential and Commercial/Industrial Development School Fees. Additionally, the City provides a Notice of Impact Mitigation Requirements to an applicant for a building permit, who then works with the LEUSD to determine the precise amount of the fee. Once the fee has been paid in full, LEUSD prepares and provides a certificate to the City demonstrating payment of the fee. As required by AB 2926, this certificate allows the City to issue a building permit (LEUSD 2022).

Pursuant to California Government Code Section 65995(h), payment of the impact fees fully mitigates impacts to schools. Although the increased demand for school facilities may occur under the proposed project, and would be a significant impact, payment of impact fees in compliance with SB 50 would reduce potential school impacts to a less than significant level.

Level of Significance Before Mitigation: Impact 5.15-3 would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance After Mitigation: Impact 5.15-3 would be less than significant.

5.15.3.5 CUMULATIVE IMPACTS
The geographic area for the cumulative impact analysis of school services is the attendance boundaries of LEUSD schools in Wildomar. Under the Proposed General Plan, population growth would further contribute to the need for new or expanded facilities. At the time future development of schools is required, project-specific analyses would be conducted. Pursuant to California Government Code Section 65995(h), payment of the impact fees fully mitigates impacts to schools. As a result, cumulative impacts to schools would be considered less than significant.

5.15.3.6 LEVEL OF SIGNIFICANCE BEFORE MITIGATION
Upon implementation of regulatory requirements and standard conditions of approval, the following impacts would be less than significant: 5.15-3.

5.15.3.7 MITIGATION MEASURES
No mitigation measures are required.

5.15.3.8 LEVEL OF SIGNIFICANCE AFTER MITIGATION
All impacts would be less than significant.
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5.15.4 Library Services

5.15.4.1 ENVIRONMENTAL SETTING
Regulatory Background
There are no existing regulations related to library services and facilities.

Existing Conditions
The Wildomar Library is part of the Riverside County Public Library community library network, which includes branches throughout Riverside County. The Wildomar Library is at 34303 Mission Trail in Wildomar.

The Wildomar Library’s 5,578-square-foot facility provides traditional library services as well as public computers and copying (Wildomar 2023b). As a branch of the County system, the Wildomar Library has materials available from multiple library facilities and accepts library membership and materials from cooperating libraries. The library’s online offerings also provide digital reading, reference, and training resources from home and mobile devices (Wildomar 2023b).

The Wildomar Library has a collection of approximately 20,000 books, with a circulation of 58,802 in the last 12 months. The Wildomar Library also offers a variety of services, including reference services, early learning pre-literacy programs, teen after school programs, adult learning programs, computer services, digital services, and access to classical arts performances, newspapers, magazines, and encyclopedias. The library also provides printing services, recreation services, and mental health resources. It cooperates with other libraries for free material access and can acquire additional materials for loan through an interlibrary loan program.

The library offers a community room for free use to nonprofits and minimal fees for others (Brautigam and Pike 2023).

The Wildomar Library’s source of funding comes from the City of Wildomar and Riverside County’s property taxes, grants, City funding, and community fundraising.

5.15.4.2 THRESHOLDS OF SIGNIFICANCE
According to Appendix G of the CEQA Guidelines, a project would normally have a significant effect on the environment if the project would:

LS-1 Result in a substantial adverse physical impact associated with the provisions 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 library services.
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5.15.4.3 PROPOSED GENERAL PLAN GOALS AND POLICIES
Recreation and Community Services Element
GOAL RC 4: Community services and recreational programs that support a high quality-of-life and healthy lifestyles.
 Policy RC-4.4 Library Resources. Continue to collaborate with Riverside County to support the Wildomar Library to ensure that Wildomar residents have access to high-quality library resources.

Land Use Element
GOAL LU 2 Development Capacity: Responsible growth through well-planned development provides for the needs of Wildomar’s residents and businesses, makes efficient use of land and infra-structure, protects important environmental resources, promotes the health of the community, and maintains the unique character distinguishing the city as a special place in the region.  Policy LU-2.1 Adequate Service Provision for New Development. Coordinate with local agencies, service providers and utilities to ensure adequate service provision for new development.

GOAL LU 12 Public Facilities: Governmental, utility, institutional, educational, recreational, cultural, religious, and social facilities and services are located and designed to complement Wildomar’s neighborhoods, centers, and corridors.
 Policy LU-12.1 Services Supporting Residents. Provide public facilities and services that are costeffective, and contribute to the health, safety, welfare, and personal development of all residents.  Policy LU-12.2 Co-Location. Promote the co-location of parks, schools, libraries, health services, recreation facilities, and other community facilities, and explore opportunities for joint use of such facilities, to support resident needs and leverage limited resources.  Policy LU-12.3 Development Impact Fees. Explore all options for new projects to build associated public improvements up front. When that is infeasible, require that new development contribute their fair share to fund infrastructure and public facilities such as parks and police and fire facilities.

5.15.4.4 ENVIRONMENTAL IMPACTS
Impact 5.15-4: The proposed project would result in the need for new or physically altered library facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios or other performance objective. [Threshold LS-1] The Proposed General Plan would result in an increase of 27,999 residents, compared to existing conditions, and, therefore, library usage in Wildomar would likely also increase.

The Wildomar Library indicated that the current library space and resources are not adequate for the existing population within its service area. The Wildomar Library stated that since the American Library Association 628

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no longer sets standards for library space and collection size; community needs for service functions are matched by comparing similar facilities which guide equipment and future technology needs.

Based on the Proposed General Plan buildout, the Wildomar Library would need an additional 20,000 square feet of building space, 45,000 items for their collection, 16 staff members with three full-time staff, 23 internet-capable computers, two Advanced Workstation in Education (AWE) stations for children's computers, a printing station, study rooms for parent/child and teen, a larger program room, Friends Bookstore/work area, staff workroom, storage space, and makerspace (Brautigam and Pike 2023).

The Wildomar Library has expanded its digital solutions to accommodate the current population but inperson facilities are needed to accommodate those who prefer personal contact, book browsing, and live support.

As new development occurs, new or expanded library facilities may be needed to support the associated population growth. Project-specific details about future library facilities, if needed, are unknown at this time.

Prior to the development of these facilities, an environmental analysis would be conducted to ensure impacts of development are reduced. The adoption of the Proposed General Plan would not in itself create a need for new or altered facilities.

The Proposed General Plan includes policies that seek to ensure that adequate services and facilities are funded to meet increasing demand, such as Policy RC-4.4, which aims to provide high-quality library resources by collaborating with Riverside County, and Policy LU-12.3, which requires new projects to either contribute their fair share to fund facilities or to construct such facilities. As such, impacts would be less than significant.

Level of Significance Before Mitigation: Impact 5.15-4 would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance After Mitigation: Impact 5.15-4 would be less than significant.

5.15.4.5 CUMULATIVE IMPACTS
The geographic area for the cumulative impact analysis of library services is the Wildomar Library Department, which is the City. Future development in the City, based on buildout of the City’s Proposed General Plan, is expected to increase demand for library services and would contribute to the need to construct new facilities, increase staffing, and add resources. Although project-specific details about future library facilities, if needed, are unknown at this time, prior to the development of these facilities, an environmental analysis would be conducted to ensure impacts of development are reduced. Therefore, the Proposed General Plan’s contribution to cumulative impacts would be less than cumulatively considerable. 629

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5.15.4.6 LEVEL OF SIGNIFICANCE BEFORE MITIGATION
Upon implementation of regulatory requirements and standard conditions of approval, the following impacts would be less than significant: 5.15-4.

5.15.4.7 MITIGATION MEASURES
No mitigation measures are required.

5.15.4.8 LEVEL OF SIGNIFICANCE AFTER MITIGATION
All impacts would be less than significant.

5.15.5 References
Brautigam, P. and Pike, K. 2023, October 16. Responses to Wildomar Library Department Questionnaire.

Appendix 5.15-1.

California Department of Education (CDE). 2023, September 14 (accessed). Data Quest- Lake Elsinore Unified Report (33-75176). 2022-23 Enrollment by Grade. https://dq.cde.ca.gov/dataquest/ dqcensus/EnrGrdLevels.aspx?cds=3375176&agglevel=district&year=2022-23.

California Department of Forestry and Fire Protection (CAL FIRE). 2018. 2018 Strategic Fire Plan For California. https://osfm.fire.ca.gov/media/5590/2018-strategic-fire-plan-approved-08_22_18.pdf. ———. 2023, September 14 (accessed). FHSZ Viewer. https://egis.fire.ca.gov/FHSZ/.

Clark, D. 2023, October 10. Responses to Wildomar Police Department Questionnaire. Appendix 5.15-1.

Judziewicz, J. 2023, November 9. Response to Lake Elsinore Unified School District Questionnaire.

Appendix 5.15-1.

Lake Elsinore Unified School District (LEUSD). 2022. Residential and Commercial/Industrial Development School Fee Justification Study. https://4.files.edl.io/1631/06/13/22/183558-e38f43f5-5b6a-4e09 -8a5a-d418ad5abb66.pdf.
———. 2023a, September 15 (accessed). Developer Fees. https://4.files.edl.io/9cf3/07/17/23/144718 -7b4024dc-a6ef-4d98-804f-1ee4f64efbf5.pdf.
———. 2023b, September 14 (accessed). About Us. https://www.leusd.k12.ca.us/apps/pages/ index.jsp?uREC_ID=324467&type=d&pREC_ID=732453.
———. 2023c, November 13 (accessed). School Boundary Locator Map Tool. https://portal.schoolsitelocator.com/apps/ssl/?districtcode=11361.

Olson, L. 2023, October 11. Responses to Wildomar Fire Department Questionnaire. Appendix 5.15-1. 630

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Riverside County Fire Department (RCFD). 2009. Riverside County Fire Department Strategic Plan 2009- 2029. https://www.rvcfire.org/pdf/strategic-planning/StrategicPlan2009.pdf?v=27.

Riverside County Sheriff (RCS). 2023a, September 14 (accessed). History. https://www.riversidesheriff.org/306/History.
———. 2023b, September 14 (accessed). Patrol Stations.
https://www.riversidesheriff.org/168/Patrol-Stations.
———. 2023c, September 20 (accessed). Lake Elsinore Station. https://www.riversidesheriff.org/743/Lake-Elsinore-Station.

Wildomar, City of. 2021a. 2021-2029 Safety Element. https://www.cityofwildomar.org/DocumentCenter/ View/395/2021-2029-Safety-Element-Adopted-October-13-2021-PDF. ———. 2021b. Final Report Development Impact Fee Study.
https://www.cityofwildomar.org/DocumentCenter/View/304/2021-DIF-Report-PDF. ———. 2022, July 1. Table S-1, Summary of Development Impact Fee Schedule 7-1-22. https://www.cityofwildomar.org/DocumentCenter/View/302/2022-Development-Impact-PDF. ———. 2023a, November 12 (accessed). Measure AA. https://www.cityofwildomar.org/270/MeasureAA#:~:text=Measure%20AA%20requires%20that%20all,by%20law%20from%20the%20State. ———. 2023b, September 14 (accessed). Library. https://www.cityofwildomar.org/231/Library. 631

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5.16 RECREATION
This section of the (DEIR) evaluates the potential for implementation of the Wildomar Proposed General Plan to impact public parks and recreational facilities in the City.

FOCAL POINT
The proposed project would result in an increase in residents and thus an increased demand for park and recreational facilities. While the City would have a deficiency in parkland upon buildout of the Proposed General Plan, this deficiency does not account for joint-use facilities, multi-use trails, conserved lands, and Cleveland National Forest land, nor does it account for future parks and/or expansions of existing parks.

Future developers would be required to pay development impact fees and/or dedicate parkland or pay an inlieu fee.

5.16.1 Environmental Setting

5.16.1.1 REGULATORY BACKGROUND
State Regulations
Quimby Act
The Quimby Act (California Government Code Section 66477) was established by the California Legislature in 1965 to provide parks for the growing communities in California. The act authorizes cities to adopt ordinances addressing parkland and/or fees for residential subdivisions for the purpose of providing and preserving open space and recreational facilities and improvements and requires the provision of three acres of park area per 1,000 persons residing within a subdivision, unless the amount of existing neighborhood and community park area exceeds that limit, in which case the city may adopt a higher standard not to exceed five acres per 1,000 residents. The Quimby Act also specifies acceptable uses and expenditures of such funds.

Mitigation Fee Act
The California Mitigation Fee Act (Government Code §§ 66000 et seq.) allows cities to establish fees that will be imposed upon development projects for the purpose of mitigating the impact that the development projects have upon a city’s ability to provide specified public facilities. In order to comply with the Mitigation Fee Act, the city must follow four primary requirements: 1) Make certain determinations regarding the purpose and use of a fee and establish a nexus or connection between a development project or class of project and the public improvement being financed with the fee; 2) Segregate fee revenue from the General Fund in order to avoid commingling of capital facilities fees and general funds; 3) Make findings each fiscal year describing the continuing need for fees that have been in the possession of the city for five years or more and that have not been spent or committed to a project; and 4) Refund any fees with interest for developer deposits for which the findings noted above cannot be made. 632

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California Public Park Preservation Act
The primary instrument for protecting and preserving parkland is California’s Public Park Preservation Act of 1971. Under the Public Resource Code (California Government Code Sections 5400-5409), cities and counties may not acquire any real property that is in use as a public park for any nonpark use unless compensation, land, or both are provided to replace the parkland acquired. This provides no net loss of parkland and facilities.

Local Regulations
City of Wildomar Municipal Code Section 16.20.020, Park and Recreation Fees and Dedications This section states that whenever land is proposed to be subdivided for residential use, the property owner shall be required, as a condition of approval of the subdivision, to dedicate to the City for park purposes three acres for every 1,000 residents of the subdivision, or pay an equivalent fee, or a combination of both, consistent with this section.

City of Wildomar Parks Master Plan
The Wildomar Parks Master Plan sets forth a vision for the City and establishes tools to attain its vision. The Wildomar Parks Master Plan identifies the existing conditions of parks and park facilities, outlines the recreational needs and demands of City residents, defines park standards, and provides a strategic plan for the long-term improvement and expansion of parks in Wildomar (Wildomar 2015). The specific objectives of the plan are to:
 Create a mechanism that facilitates the implementation of the General Plan.  Identify existing parks, trails, and related resources and the degree to which the Wildomar community is being served.
 Identify appropriate sites for future parks and connections to the existing trails and open spaces.  Enumerate parks standards and policies.
 Prepare three conceptual prototype park stie plans with associated probable opinions of cost.

Development Impact Fees
In July 2022, the City of Wildomar established the following fees to fund parkland acquisition and improvements (Wildomar 2022):
 Parkland Acquisition
 Single-Family Residential: $978 per dwelling unit
 Multi-Family Residential: $678 per dwelling unit
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 Park Improvements
 Single-Family Residential: $9,780 per dwelling unit
 Multi-Family Residential: $6,780 per dwelling unit

5.16.1.2 EXISTING CONDITIONS
Parks
The City of Wildomar currently owns and operates four public parks as shown in Figure 5.16-1, Park and Recreational Facilities. Table 5.16-1, Park Facilities in the City of Wildomar, lists the acreages and amenities of each of the existing parks in the City. In October 2023, the City Council approved the development of a 27-acre park and in June 2023, the City Council approved the acquisition of 20 acres of land for a future 20-acre passive park (see Figure 5.16-1) (Wildomar 2023b). Including the future 27-acre park and 20-acre passive park, the City would have 61.7 acres of parkland.

Table 5.16-1 Park Facilities in the City of Wildomar
Park Name and Location Acreage Amenities
Marna O’Brien Park
20505 Palomar Street
9 • Playground (ages 5–12)
• Basketball Courts
• Restrooms
• Drinking Fountain
• Walkways
• Baseball fields
• Exercise station
• Non-demarcated soccer fields
• Park benches
• Covered and uncovered picnic tables
• Picnic shade structures
• Gazebo/snack bar
• Bike racks
• Open play areas
• Barbeque pits
Regency Heritage Park
20171 Autumn Oak Place

3.25 • Playground (ages 5–12)
• Basketball Courts (half-court)
• Dog park
• Walkways
• Park benches
• Covered picnic tables
• Picnic shade structures
• Open play area
• Barbeque pit
Windsong Park
35459 Prairie Road
2 • Playground equipment (ages 2–5)
• Basketball court
• Perimeter pedestrian walkway
• Park benches
• Covered picnic tables
• Picnic shade structures
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Table 5.16-1 Park Facilities in the City of Wildomar
Park Name and Location Acreage Amenities
• Bike racks
• Open play area
• Barbeque pits
Malaga Park
32038 Mission Trail

0.45 • Perimeter walkway
• Shade structures
• Free library
Total 14.7 --
Source: Wildomar 2015, 2023a.

City-Owned Facilities
Currently, there are two City-owned facilities for organized sports play or other recreational activities within the City. Active recreational facilities are available at the following locations:
 Welch Field: two baseball diamonds.
 Marna O’Brien Park: three baseball diamonds, outdoor basketball, play equipment.

Joint-Use Facilities
Public school grounds can provide additional recreational open space and indoor activities spaces that may be made available to the public after school hours on weekdays and on the weekend (Wildomar 2015). Active recreational facilities are available at the following schools:
 William Collier Elementary School: Athletic field, outdoor basketball, play equipment.  Donald Graham Elementary School: Athletic field, outdoor basketball, play equipment.  Ronald Reagan Elementary School: Athletic field, outdoor basketball, play equipment.  Wildomar Elementary School: Athletic field, outdoor basketball, play equipment.  David A. Brown Middle School: Athletic field, athletic track, outdoor basketball.  Elsinore High School: Athletic field, athletic track, beach volleyball, baseball field, outdoor basketball, football stadium, swimming pool, softball fields, tennis courts.

The locations of the joint-use facilities are shown on Figure 5.16-1. The use of the facilities is at the sole discretion of the school district. Joint use is becoming more difficult because security concerns around public facilities have led to some districts curtailing or eliminating joint use. While this is speculative at this time, and there are no indications that joint use would be reduced, it is a concern that the City is factoring into the plan for new parks.
635
PlaceWorks
Source: Generated using ArcMap 2022; City of Wildomar 2019; US Forest Service 2023. 0 Scale (Miles)
1 City of Wildomar Boundary
15 WILDOMAR WILDOMAR

MURRIETA
Bundy Canyon Rd
Grand Ave
Corydon Rd Mission Trail
Palomar St
Wildomar Trl
Clinton Keith Rd
Jackson Ave
Washington Ave
E Lakeshore Dr
Canyon Hills Rd
Railroad Canyon Rd
Murrieta Rd
Figure 5.16-1 - Park and Recreational Facilities

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Ivy St
Community (Roadside Multi-Use Trail)
Historic (Off-road Multi-Use Trail)
Regional Multi-Use Trail
1 2
3 6
5 4
William Collier Elementary School
Donald Graham Elementary School
Ronald Reagan Elementary School
Wildomar Elementary School
David A. Brown Middle School
Elsinore High School
Cleveland National Forest (Managed by US Forest Service) Joint-Use Facilities

5. Environmental Analysis
Prairie Rd
Malaga Park
32038 Mission Trail
Wildomar, CA 92595
Marna O’Brien Park
20505 Palomar Street
Wildomar, CA 92595
Regency Heritage Park
20171 Autumn Oak Place
Wildomar, CA 92595
Future Park 27-Acres
35360 Susan Street
Wildomar, CA 92595
Windsong Park
35459 Prairie Road
Wildomar, CA 92595
Future 20-Acre Park
Wildomar, CA 92595
1 2 3
6 5
4 636

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Multiuse and Equestrian Trails
Wildomar currently contains a system of local community trails, regional trails, and historic trails. Multiuse trails provide connectivity between neighborhoods, open space and park areas, and regional trails beyond the City limits (Wildomar 2015). Figure 5.16-1 shows the locations of the multiuse and equestrian trails in the City.

Conserved Land
Wildomar contains approximately 1,122 acres of conservation land scattered throughout the northern and eastern portions of the City. Although 65 acres of the open space preserves in Wildomar may be accessible to the public, conservation land is generally off limits to protect sensitive ecosystems and wildlife habitats (Wildomar 2015).

Cleveland National Forest
The Cleveland National Forest, which is managed by the United States Forest Service, is within and bounds the City’s western limits, as shown on Figure 5.16-1. The Cleveland National Forest encompasses large portions of the Santa Ana and Elsinore Mountains; this area is characterized by natural open space and outdoor recreational uses, with pockets of residential and wilderness-oriented visitor serving uses (Wildomar 2015). Cleveland National Forest is approximately 460,000 acres and spans the counties of Riverside, Orange, and San Diego (USDA 2023).

5.16.2 Thresholds of Significance
According to Appendix G of the CEQA Guidelines, a project would normally have a significant effect on the environment if the project:

R-1 Would increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated.

R-2 Includes recreational facilities or requires the construction or expansion of recreational facilities which might have an adverse physical effect on the environment.

5.16.3 Proposed General Plan Goals and Policies
Land Use Element
GOAL LU 8 Residential Neighborhoods. A City composed of neighborhoods with a variety of housing types that are desirable places to live, contribute to the quality of life, and are well maintained.  Policy LU-8.2: Connections and Linkages. Integrate networks of parks, plazas, public squares, bicycle trails and pedestrian paths into new residential development to provide both connections within each community and linkages with surrounding features and neighborhoods. 637

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 Policy LU-8.3: Activity Centers. Establish activity centers within or near residential neighborhoods that contain services such as child or adult care, recreation, public meeting rooms, convenience commercial uses, or similar facilities.

GOAL LU 10 Mixed-Use Districts and Corridors: Well-designed districts and corridors contain an integrated mix of commercial, office, and/or housing that enable Wildomar’s residents to live close to businesses and employment, reduce automobile use, and actively engage and enhance pedestrian activity.  Policy LU-10.4 Inclusion of Recreation and Amenities. Require that residential/commercial mixeduse projects provide on-site recreational areas and other pedestrian-scale amenities such as benches, and landscaping that contribute to the living environment of residents or contribute funds for their development within proximity of the project consistent with the City’s Parks Master Plan.

GOAL LU 12 Public Facilities: Governmental, utility, institutional, educational, recreational, cultural, religious, and social facilities and services are located and designed to complement Wildomar’s neighborhoods, centers, and corridors.
 Policy LU-12.1 Services Supporting Residents. Provide public facilities and services that are cost effective, and contribute to the health, safety, welfare, and personal development of all residents.  Policy LU-12.2 Co-Location. Promote the co-location of parks, schools, libraries, health services, recreation facilities, and other community facilities, and explore opportunities for joint use of such facilities, to support resident needs and leverage limited resources.  Policy LU-12.3 Development Impact Fees. Explore all options for new projects to build associated public improvements up front. When that is infeasible, require that new development contribute their fair share to fund infrastructure and public facilities such as parks and police and fire facilities.

GOAL LU 13 Open Spaces: Open space lands are preserved as natural resources, utilized to buffer land uses and enhance community aesthetics, and protected from adverse impacts of new development.  Policy LU-13.1 Preservation of Open Space Lands. Provide for permanent preservation of open space lands that contain important natural resources, hazards, water features, watercourses, and scenic and recreational value.
 Policy LU-13.2 Incorporate Open Space, Landscape and Recreational Amenities. Incorporate open space, landscaping and recreational amenities into areas of new development in order to enhance recreational opportunities and community aesthetics.

Open Space and Conservation Element
GOAL OS 1: Biological resources are protected from development, conserved, restored, and enhanced.  Policy 1.4 Rewilding and Habitat Restoration. Pursue opportunities for rewilding and restoring critical habitats for sensitive species that include, but are not limited to the following: preserving, 638

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enhancing, restoring, and expanding an integrated network of open space to support beneficial uses, such as habitat, recreation, natural resources, historic and tribal resources, water management, and aesthetics.

Recreation and Community Services Element
GOAL RC 1: A system of parklands and recreational open spaces that meet the needs of Wildomar’s current and future residents.
 Policy RC-1.1 Parks Master Plan. Implement the Parks Master Plan to achieve the City’s vision for parks facilities.
 Policy RC-1.2 Service Level Goal. Provide and maintain three (3) acres of neighborhood and community parks per 1,000 residents.
 Policy RC-1.3 Park Demand and Evaluation. Evaluate the community's parks and recreational needs and the adequacy of the City’s recreational facilities and programs in meeting these needs.  Policy RC-1.4 Park Equity. Seek opportunities to develop parks in neighborhoods with the highest unmet need.
 Policy RC-1.5 Developer Fee Contribution. Require developers to contribute fees as part of the development review process to fund parkland acquisition and improvements.  Policy RC-1.6 Joint Use Agreements. Collaborate with agencies and organizations such as Elsinore Valley Municipal Water District (EVMWD) and enact joint use agreements for open spaces such as flood control channels and water recharge basins that could be used jointly for recreational purposes.  Policy RC-1.7 Land Acquisition. Pursue the acquisition of public and private land, to provide adequate parkland as envisioned in the Parks Master Plan.
 Policy RC-1.8 Community Facilities District. Require new developments to be annexed into the Community Facilities District to support maintenance of open space, parkland, and trails.

GOAL RC 2: Parkland and recreational facilities that are safe, inclusive, and sustainable.  Policy RC-2.1 Siting and Design. Design new parkland and recreational facilities that are compatible with the surrounding built and natural environments, utilize sustainable best practices, and when feasible, incorporate features that reflect Wildomar’s unique attributes.  Policy RC-2.2 Safety Through Design. Require new parkland and recreational facilities to be designed for safety using best practices, including providing shade structures, appropriately trimmed landscaping, sufficient lighting for nighttime activities, sufficient and accessible access points, and placing community gathering features and amenities along main routes with high pedestrian traffic. 639

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 Policy RC-2.3 Design For Inclusiveness. Design new parkland and recreational facilities, and when feasible, retrofit existing facilities to be more inclusive for users of all ages and abilities. Examples of such design features include meeting and exceeding Americans with Disabilities Act (ADA) accessibility requirements, offering play equipment to accommodate people with all abilities.

GOAL RC 3: A network of well-designed trails that provide recreational opportunities and connect residents to the places that they desire to go.
 Policy RC-3.1 Trails Master Plan. Implement a Trails Master Plan that builds upon the Trail Design Guidance in the Wildomar Active Transportation Plan (Figure 7-1) and includes an adopted Trails Map and specific trail design guidance appropriate for the surrounding built and/or natural environment.  Policy RC-3.2 Murrieta Creek Trail. Seek funding to design and build the Murrieta Creek Trail as a recreational amenity with appropriate access and safety considerations.  Policy RC-3.3 Equestrian Trails. Ensure that the Trails Master Plan provide some trails that support equestrian usage.
 Policy RC-3.4 Trail Signage and Wayfinding. Require new trails to have clearly labeled signage at trailheads and informational wayfinding signage along the trails. When feasible, have wayfinding signage that shows the proximity to nearby trails.
 Policy RC-3.5 Trail Connectivity. Prioritize new trails that offer connectivity to open spaces, other trails or active transportation facilities, and local and regional destinations.

GOAL RC 4: Community services and recreational programs that support a high quality-of-life and healthy lifestyles.
 Policy RC-4.1 Diversity of Community Services. Provide a variety of community services and recreational programs to enhance the quality of life for the City’s diverse populations.  Policy RC-4.2 Inclusive Recreation. Provide community services and recreational programming that support individuals with different physical, mental, developmental, and age-related needs.

5.16.4 Environmental Impacts
The applicable thresholds are identified in brackets after the impact statement.

Impact 5.16-1: The proposed project would generate additional residents that would increase the use of existing park and recreational facilities. [Threshold R-1] Each jurisdiction determines the appropriate park standard based on the guidance provided by Section 666477 of the California Government Code, commonly referred to as the Quimby Act, which requires a standard of three acres of parkland per 1,000 residents. The City’s park standard is three acres per 1,000 640

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residents, as indicated in Section 16.20.020, Park and Recreation Fees and Dedications, of the Wildomar Municipal Code.

With an existing population of 37,326 residents, the parkland requirement at three acres per 1,000 residents would be approximately 112 acres. With a buildout population of 65,325 residents, the City would need 196 acres of parkland. While there would be a deficiency of approximately 154.3 acres of parkland at buildout, there are joint-use facilities, multi-use and equestrian trails, conserved lands (65 acres), and natural open space in and adjacent to the City, including Cleveland National Forest (460,000 acres).

Moreover, new development would be required to pay development impact fees and/or dedicate parkland or pay an in-lieu fee. The availability of new facilities would prevent the accelerated physical deterioration of existing facilities. Additionally, as indicated in the City’s Parks Master Plan, there are plans to expand and construct additional parks in the City (Wildomar 2015). This process would ensure that the park deficiency would not get worse as development occurs.

The Proposed General Plan includes policies that support the provision of parks in the City, such as Policy LU-13.2, which calls for the incorporation of open space and recreational amenities in areas of new development, Policy RC-1.4, which aims to seek opportunities to develop parks in neighborhoods with the highest unmet need, and Policy RC-1.7, which calls for the acquisition of public and private land to provide adequate parkland.

With the implementation of the Proposed General Plan policies, as well as the provision of existing and proposed parks, joint-use facilities, trails, conserved land, and open space land, impacts to existing parks and recreational facilities would be less than significant.

Level of Significance Before Mitigation: Impact 5.16-1 would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance After Mitigation: Impact 5.16-1 would be less than significant.

Impact 5.16-2: Implementation of the Proposed General Plan would not result in environmental impacts associated with new and/or expanded recreational facilities. [Threshold R-2] The Proposed General Plan guides growth and development within the City and is not a development project. As the population of the City grows, recreational facilities may be developed and/or improved to provide residents with additional recreational opportunities and to adhere to the City’s parkland standard of three acres per 1,000 residents. Parks are also a permitted use under other land use designations (e.g., residential land uses), which could result in the development of recreational facilities outside of parkdesignated parcels.

Development and operation of new or expanded recreational facilities may have an adverse physical effect on the environment, including impacts related to air quality, biological resources, lighting, noise, and traffic. As 641

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this DEIR assumes construction would occur on all areas designated for development, the physical environmental impacts associated with the construction and/or expansions of existing park facilities in accordance with the proposed land use plan are addressed throughout this DEIR. Similarly, potentially adverse impacts to the environment may result from the expansion of recreational facilities and multiuse trails pursuant to buildout of the proposed project are also addressed throughout this DEIR. Subsequent environmental review for individual recreational developments would also be required. Consequently, impacts from the Proposed General Plan relating to new and/or expanded recreational facilities would not result in additional impacts other than those disclosed in this DEIR. Impacts would be less than significant.

Level of Significance Before Mitigation: Impact 5.16-2 would be less than significant.

Mitigation Measures
No mitigation measures are required.

Level of Significance After Mitigation: Impact 5.16-2 would be less than significant.

5.16.5 Cumulative Impacts
While some of the City’s recreational facilities could be used by people not residing in Wildomar, the geographic area for the cumulative analysis of recreational facilities and parks is the City of Wildomar.

Currently, there are 61.7 acres of existing/approved parkland in the City, which excludes joint-use facilities, multiuse trails, conserved lands, and other open space land (such as the Cleveland National Forest, which is used by people from throughout the surrounding counties).

Based on the demand for parkland and recreational facilities, future residential development in the City would contribute to the cumulative need for more recreational open space and park facilities generated by the increase in residents. Future development would be required to construct or pay in-lieu fees for parklands, as well as pay development impact fees. As development occurs and the population increases, the City would expand and/or construct new park facilities, as feasible and as envisioned in the City’s Parks Master Plan. As such, the proposed project’s contribution for an increase in parks and recreational services would not be cumulatively considerable and would be less than significant.

5.16.6 Level of Significance Before Mitigation
Upon implementation of regulatory requirements and standard conditions of approval, the following impacts would be less than significant: 5.16-1 and 5.16-2.

5.16.7 Mitigation Measures
No mitigation measures are required.

5.16.8 Level of Significance After Mitigation
All impacts would be less than significant.
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5.16.9 References
United States Department of Agriculture (USDA). 2023. About the Forest. https://www.fs.usda.gov/main/ cleveland/about-forest#:~:text=The%20Cleveland%20National%20Forest%20is,of%20terrains %20and%20recreational%20opportunities.

Wildomar, City of. 2015, March. Wildomar Parks Master Plan. https://www.cityofwildomar.org/ DocumentCenter/View/979/City-of-Wildomar-Parks-Master-Plan-March-2015?bidId=. ———. 2022, July 1. Table S-1, Summary of Development Impact Fee Schedule 7-1-22. https://www.cityofwildomar.org/DocumentCenter/View/302/2022-Development-Impact-PDF. ———. 2023a. Facilities: Malaga Park. https://www.cityofwildomar.org/Facilities/Facility/Details/ Malaga-Park-1.
———. 2023b. 20 Acre Park - Proposed. https://www.cityofwildomar.org/412/20-Acre-Park---Proposed. 643

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5.17 TRANSPORTATION
This section of the DEIR evaluates the potential for implementation of the Proposed General Plan to result in transportation and traffic impacts in the City of Wildomar. The analysis in this section is based in part on the following technical report(s):
 Wildomar General Plan Update Transportation Impact Study, CR Associates, January 2024 A complete copy of this study is included as Appendix 5.17-1 to this DEIR.

FOCAL POINT
The Proposed General Plan proposes additional enhancements to the multimodal transportation and roadway networks, and implementation of the proposed policies would ensure that future enhancements to the circulation system would not conflict with policies, ordinances, or plans governing the circulation system.

Review of future development projects by the City and CAL FIRE/Riverside County Fire Department, compliance with the design guidelines of the California Manual of Uniform Traffic Control Devices, and implementation of the Proposed General Plan policies aimed at ensuring safety for all roadway users would ensure impacts are less than significant. Additionally, at buildout of the proposed project, vehicle miles traveled (VMT) in the City would improve by 11.6 percent, compared to existing conditions. However, due to the uncertainty regarding the actual development pattern, population growth, and other factors that are outside the purview of the proposed project, impacts are conservatively considered significant and unavoidable.

5.17.1 Environmental Setting
Terminology
The following are definitions for terms used throughout this section:
 Level of Service (LOS). Roadway capacity is generally limited by the ability to move vehicles through intersections. LOS is a standard performance measurement to describe the operating characteristics of a street system in terms of the level of congestion or the delay experienced by motorists. Service levels range from A through F, that is, traffic conditions from best (uncongested, free-flowing conditions) to worst (total breakdown with stop-and-go operation).
 Vehicle Miles Traveled. VMT measures the number of trips and the lengths of those trips for the total number of miles that vehicles will travel on a roadway system. It is used to better assess traffic impacts on greenhouse gas emissions, air quality, and energy. The number of miles of vehicle travel is an indicator of the travel levels on the roadway system by motor vehicles.  Total VMT. Total VMT represents all VMT generated in the City on a typical weekday. 644

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 VMT per Service Population. Service population (SP) counts residents and employees. VMT/SP measures the transportation “efficiency” of a project or plan and is defined as VMT generated on a typical weekday per person who lives and/or works in the City.

5.17.1.1 REGULATORY BACKGROUND
State Regulations
Senate Bill 743
On September 27, 2013, SB 743 was signed into law, starting a process that fundamentally changed transportation impact analysis as part of CEQA compliance. SB 743 generally eliminates auto delay, LOS, and other similar measures of vehicular capacity or traffic congestion as the sole basis for determining significant impacts under CEQA. Pursuant to the CEQA Guidelines, the new criteria “shall promote the reduction of greenhouse gas emissions, the development of multimodal transportation networks, and a diversity of land uses” (Public Resources Code Section 21099(b)(1)).

Pursuant to SB 743, the Natural Resources Agency adopted revisions to the CEQA Guidelines to implement SB 743 on December 28, 2018. The revised CEQA Guidelines establish new criteria for determining the significance of transportation impacts. Under the new Guidelines, VMT-related metric(s) that evaluate the significance of transportation-related impacts under CEQA for land use are required beginning on July 1, 2020. The legislation does not preclude the application of local general plan policies, zoning codes, conditions of approval, or any other planning requirements that require evaluation of LOS, but these metrics may no longer constitute the basis for determining transportation impacts under CEQA. For purposes of this EIR the LOS data has been included for informational purposes only, to enable the reader to understand the traffic impacts of the proposed project.

Regional Regulations
2020 Regional Transportation Plan/Sustainable Community Strategy The Southern California Association of Governments’ (SCAG) 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) was adopted in September 2020. The RTP/SCS outlines a development pattern for the region which, when integrated with the transportation network and other transportation measures and policies, would reduce greenhouse gas (GHG) emissions from transportation (excluding goods movement). The RTP/SCS is meant to provide growth strategies that would achieve the regional GHG emissions reduction targets identified by the California Air Resources Board. However, the RTP/SCS does not require that local general plans, specific plans, or zoning be consistent with the RTP/SCS; instead, it provides incentives to governments and developers for consistency.

California Department of Transportation
Interstate 15 (I-15) provides regional access to Wildomar. The freeway mainline and intersections within the City of Wildomar associated with on- and off-ramps are under Caltrans jurisdiction. Caltrans approves the planning, design, and construction of improvements for all state-controlled facilities such as I-15. Caltrans 645

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uses the Highway Capacity Manual 6 (HCM 6) methodology to evaluate facilities. Caltrans endeavors to maintain a target LOS at the transition between LOS C and LOS D on State highway facilities; however, LOS cannot be used as direction to add highway capacity. Note that with the change from LOS to VMT, Caltrans does not require that LOS D be maintained.

For the freeway mainline, the merge and diverge segment analysis is based on peak hour HCM 6 density analysis for freeway-to-arterial interchanges. According to HCM 6 methodology, the ramp merge and diverge segments focus on an influential area of 1,500 feet, including the acceleration or deceleration lane(s) and adjacent freeway ramps. The LOS for freeway merge and diverge segments is determined by traffic density based on criteria outlined in the HCM 6.

Riverside County Transportation Commission Congestion Management Program The Riverside County Transportation Commission (RCTC) Congestion Management Program (CMP) is updated every two years in accordance with Proposition 11. The CMP has been established to more directly link land use, transportation, and air quality and to prompt reasonable growth management programs that would more effectively utilize new and existing transportation funds, alleviate traffic congestion and related impacts, and improve air quality.

Local Regulations
City of Wildomar Municipal Code
Title 10, Vehicles and Traffic, of the City of Wildomar Municipal Code includes regulations and standards governing parking, transportation demand management program, as well as miscellaneous traffic regulations.

Title 12, Streets, Sidewalks, and Public Places, of the City of Wildomar Municipal Code addresses streets, sidewalks, and public places. It covers matters related to the City’s roadways system, excavations and encroachments on City streets, and riding and hiking trails.

Any modifications to the roadway networks, which includes driveways, curbs, and sidewalks, would be subject to approval by the City of Wildomar, and any construction work within the right-of-way of any public roadway would require the issuance of a permit by the City of Wildomar.

Impact Fees
The City participates in the Transportation Uniform Mitigation Fee (TUMF), administered by the Western Riverside Council of Governments (WRCOG). Chapter 3.40 of the Wildomar Municipal Code requires payment of TUMF to WRCOG prior to issuance of a certificate of occupancy or final inspection. The City requires written verification of payment of TUMF to WRCOG.

The City has adopted a Development Impact Fee (DIF) that offsets development impacts to traffic, trails, signals, and intersections. Chapter 3.44 requires payment of the DIF prior to issuance of a certificate of occupancy.
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Wildomar Active Transportation Plan
Approved on June 30, 2021, the Wildomar Active Transportation Plan (ATP) lays the foundation for bicycle, pedestrian, and equestrian improvements within the City. The ATP aims to enhance the safety and comfort non-motorized facilities across the City, as well as increase connectivity to key attracting land uses such as schools, employment centers, retail districts, and recreational areas (Wildomar 2021).

City of Wildomar Vehicle Miles Traveled CEQA Threshold Policy Guidelines In June 2020, the City adopted the SCAG RTP/SCS future year VMT projects thresholds, which states that new projects must demonstrate a three percent reduction in VMT than currently exists. Projects consistent with the General Plan are also consistent with the RTP/SCS and should not require additional analysis for VMT. Projects that would require amendment to the General Plan would need to complete a VMT analysis.

Projects that cannot demonstrate a three percent reduction in VMT will be required to conduct additional analysis and add mitigation measures as appropriate.

5.17.1.2 EXISTING CONDITIONS1
Pedestrian
Pedestrian Demand
The City of Wildomar Mobility Plan identified high volumes of pedestrian activity adjacent to schools and the Lake Elsinore Town Center (a retail center in Lake Elsinore but just north of the City limits at Mission Trail and Malaga Road) (Wildomar 2020). Pedestrian activity in the City is higher during morning peak periods due to school arrivals. Table 5.17-1, AM and PM Peak Period Pedestrian Counts, identifies the number of pedestrians observed during morning and afternoon peak hours. As shown in Table 5.17-1, the intersection of Palomar Street and Wildomar Trail had the highest number of pedestrian counts (136 pedestrians), and the intersections of I-15 northbound/southbound ramps and Wildomar Trail, and Monte Vista Drive and Bundy Canyon Road had no pedestrian activity.2
Table 5.17-1 AM and PM Peak Period Pedestrian Counts
Location AM Peak PM Peak Total
Palomar Street & Wildomar Trail1 125 11 136
Orange Street & Bundy Canyon Road 87 17 104
Wildomar Trail2 & La Estrella Street 46 11 57
Wildomar Trail & Malaga Road 14 12 26
Inland Valley Drive & Prielipp Road 17 7 24
Grand Avenue & Corydon Road 21 1 22
1 The City of Wildomar Mobility Plan – Existing Conditions Report (June 2020) was used to inform this section. The data collected was collected before 2020. 2 At the time of the pedestrian counts, there was no pedestrian infrastructure at these intersections; however, the intersection of Monte Vista Drive and Bundy Canyon Road now has signal and pedestrian ramps. 647

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Table 5.17-1 AM and PM Peak Period Pedestrian Counts
Location AM Peak PM Peak Total
Mission Trail & Bundy Canyon Road 20 2 22
I-15 northbound (NB) ramps & Clinton Keith Road 15 7 22 Wildomar Trail3 & Clinton Keith Road 15 7 22
Palomar Street & McVicar Street 18 4 22
Grand Avenue & McVicar Street 11 7 18
I-15 southbound (SB) ramps & Bundy Canyon Road 14 3 17
I-15 NB ramps & Bundy Canyon Road 14 3 17
I-15 SB ramps & Clinton Keith Road 12 4 16
Grand Avenue & Wildomar Trail1 10 2 12
Grand Avenue & Clinton Keith Road 9 1 10
Palomar Street & Clinton Keith Road 1 9 10
Grand Avenue & Gruwell Street 8 2 10
Hidden Springs Road & Clinton Keith Road 8 1 9
Grand Avenue & Sheila Lane 6 0 6
Mission Trail & Corydon Road 0 5 5
Mission Trail & Lemon Street 3 2 5
Palomar Street & Gruwell Street 3 2 5
Inland Valley Drive & Clinton Keith Road 2 0 2
Palomar Street & Corydon Road 1 0 1
Mission Trail & Palomar Street 1 0 1
Bundy Canyon Road & The Farm Road 1 0 1
I-15 SB ramps & Wildomar Trail4 0 0 0
I-15 NB ramps & Wildomar Trail4 0 0 0
Monte Vista Drive & Bundy Canyon Road 0 0 0
Source: Wildomar 2020. 1 Formerly Central Street 2 Formerly Porras Road/George Avenue 3 Formerly George Avenue 4 Formerly Baxter Road Pedestrian Connectivity and Safety
The City consists of approximately 62.9 linear miles (both directions) of roadways of which approximately 18 miles have existing sidewalks, and approximately 45 miles (72 percent) are missing sidewalks (Wildomar 2020). Figure 5.17-1, Missing Sidewalk Inventory, shows the locations of missing sidewalks in the City. From October 2014 through October 2019, a total of 25 pedestrian-involved collisions were reported. Five of these incidents (approximately 25 percent) were on Bundy Canyon Road (Wildomar 2020). 648
34 Wildomar Active Transportation Plan
Scott Rd
Murrie at Rd
Lakeshore Dr
Corydon Rd
Grand Ave
Clinton Keith Rd
Mission Trl
Palomar St
Washington Ave
Jefferson Ave
Jackson Ave
Nutmeg St
Hancock Ave
Prielipp Rd
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Palomar St
Lost Rd
Hills Rd
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Cottonwood Canyon Rd
Gruwell St
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Inland Valley Dr
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Sidewalk
Missing Sidewalk
Wildomar Trail
Wildomar Trail
Wildomar Trail
Monte Vista Dr
Bundy Canyon Rd
Figure 2-8 Missing Sidewalk Inventory
PlaceWorks
Source: CR Associates 2021; Alta Planning and Design 2021.

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0 Scale (Miles)
1 Figure 5.17-1 - Missing Sidewalk Inventory

5. Environmental Analysis
City of Wildomar Boundary
Sidewalk
Missing Sidewalk
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Bicycle
Bicycle Facility Classifications
Consistent with Streets and Highways Code Section 890.4, the California Department of Transportation recognizes four types of bicycle facility or bikeway classifications recognized as follows:
 Class I Bike Path. Also referred to as a multiuse path or shared-use path, Class I facilities provide a completely separated right-of-way designed for the exclusive use of bicycles and pedestrians.  Class II Bike Lane. Provides a striped lane designated for the exclusive or semi-exclusive use of bicycles with through travel by motor vehicles or pedestrians prohibited. Bike lanes are one-way facilities located on either side of a roadway.
 Class III Bike Route. Provides shared use of traffic lanes with cyclists and motor vehicles, identified by signage and/or street markings such as “sharrows.”
 Class IV Cycle Track. Also referred to as a separated or protected bikeway, cycle tracks provide a rightof-way designated exclusively for bicycle travel within the roadway and physically protected from vehicular traffic.

Bicycle Demand
Table 5.17-2, AM and PM Peak Period Bicycle Counts, identifies the number of bicyclists observed during the AM and PM peak period, and the total number of bicyclists observed. As shown in Table 5.17-2, the intersection of Palomar Street and McVicar Street/Frederick Street had the highest number of bicycle counts (17 cyclists), and the intersections of I-15 northbound/southbound ramps and Wildomar Trail, and Wildomar Trail and La Estrella Street had no cyclist activity.

Table 5.17-2 AM and PM Peak Period Bicycle Counts
Location AM Peak PM Peak Total
Palomar Street & McVicar Street/Frederick Street 7 10 17 Palomar Street & Corydon Road 5 11 16
Palomar Street & Wildomar Trail1 5 11 16
Palomar Street & Clinton Keith Road 8 5 13
Mission Trail & Malaga Road 5 7 12
Palomar Street & Gruwell Street 6 6 12
Mission Trail & Lemon Street 6 5 11
Mission Trail & Corydon Road 6 5 11
Grand Avenue & Sheila Lane 7 3 10
Mission Trail & Palomar Street 6 3 9
Grand Avenue & McVicar Street 4 5 9
Grand Avenue & Clinton Keith Road 6 3 9
Grand Avenue & Corydon Road 5 2 7
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